Charge circuit systems and methods of using the same

ABSTRACT

The present invention relates to electrical circuit systems and methods of using the same. In particular, the present invention provides a system comprising an independent hybrid battery circuit (e.g., powered by a single, multi-output alternator), vehicles comprising the same and systems (e.g., air conditioning systems, heating systems, and fuel line heat systems) powered by the same. In particular, the present invention provides systems comprising a hybrid battery circuit containing one or a plurality of rechargeable batteries (e.g., that power circuit specific component devices) and vehicles comprising the same wherein the hybrid battery circuit is independent from (e.g., not limited by) a vehicle&#39;s starter battery circuit. Systems and methods of the present invention find use in reducing vehicle emissions (e.g., carbon dioxide, nitrogen oxide and/or particulate emissions), conserving fuel usage, increasing engine life and decreasing engine maintenance costs.

This Application claims priority to U.S. Provisional Patent Application Ser. No. 61/018,790 filed 3 Jan. 2008 and U.S. Provisional Patent Application Ser. No. 61/053,898 filed 16 May 2008, each of which is hereby incorporated by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates to electrical circuit systems and methods of using the same. In particular, the present invention provides a system comprising an independent hybrid battery circuit (e.g., powered by a single, multi-output alternator), vehicles comprising the same and systems (e.g., air conditioning systems, heating systems, and fuel line heat systems) powered by the same. In particular, the present invention provides systems comprising a hybrid battery circuit containing one or a plurality of rechargeable batteries (e.g., that power circuit specific component devices) and vehicles comprising the same wherein the hybrid battery circuit is independent from (e.g., not limited by) a vehicle's starter battery circuit. Systems and methods of the present invention find use in reducing vehicle emissions (e.g., carbon dioxide, nitrogen oxide and/or particulate emissions), conserving fuel usage, increasing engine life and decreasing engine maintenance costs.

BACKGROUND OF THE INVENTION

Cars, trucks, buses and other motor vehicles emit exhaust that pollutes the air. Children are particularly vulnerable to air pollution. For example, children breathe faster than adults and inhale more air per pound of body weight. Many school districts throughout the country have adopted anti-idling policies directing those responsible for dropping off and picking up children (e.g., those who wait in cars, buses, etc.) to cease idling of vehicles for which they are responsible (e.g., thereby decreasing pollution from engine idling outside the school).

According to the United States Environmental Protection Agency (EPA), heavy-duty truck idling in the U.S. consumes 960 million gallons of diesel fuel annually. The EPA states that on an annual basis, truck idling emits 11 million metric tons of carbon dioxide, 180,000 metric tons of nitrogen oxide and 5,000 metric tons of particulate emissions.

Truck idling in no small part is due to U.S. Department of Transportation requirements of ten hours of rest for every eleven hours of driving for each driver (e.g., commercial motor vehicle driver). During rest times, truck drivers often idle their engines to provide power (e.g., electrical power) for heating units, air conditioning units, and other electrically powered devices (e.g., computers, televisions, phone chargers, coffee makers, etc.).

Thus, it is financially (e.g., due to cost of fuel and engine wear/maintenance costs) and environmentally (e.g., due to harmful emissions (e.g., green house gases)) burdensome to idle car and truck engines (e.g., for extended periods of time in order to provide electrical power).

DESCRIPTION OF THE DRAWINGS

FIG. 1 shows configuration of components of a system provided in one embodiment of the invention.

FIG. 2 shows configuration of components of a system provided in one embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

Extended periods of idling occur on a daily basis for a variety of motor vehicles including buses, cars, trucks (e.g., over the road trucks, day cabs, fire trucks, utility trucks, etc.), taxi cabs, police cars, ambulances, and other types of vehicles. Vehicle idling costs motorists millions of dollars every year in wasted fuel and increased engine wear and maintenance costs, in addition to emitting potentially harmful emissions (e.g., carbon dioxide, nitrogen oxide and particulate emissions) into surrounding areas and the atmosphere. The U.S. EPA has developed a national idling program to address environmental, energy, and transportation related issues associated with long-duration engine idling. The U.S. EPA launched a National Transportation Idle Free Corridors project to eliminate all unnecessary long-duration truck and locomotive idling at strategic points along major transportation corridors.

A majority of idling takes place to provide electricity to components and/or devices within the vehicle that require electricity to run. For example, an ambulance requires electrical power to heat and/or air condition interior space, to power computers, medical devices and other devices within the ambulance. Trucks (e.g., over the road and/or day cab trucks) require electrical power to heat and cool the cab and/or sleeper portion of the truck and to run other electrical devices such as lights, cooking appliances, chargers for cell phones, computers, radios, televisions and other devices. Today's automobiles have a host of electrical components that require power including heaters, air conditioners, DVD players, GPS systems, on-board computers, etc. This power, in general, is provided by an engine attached alternator, that maintains charge within a vehicle's (e.g., car's, truck's, etc.) 12V battery.

Thus, when a vehicle's engine is turned off, current vehicle configuration (e.g., car, truck, ambulance and other vehicles) cannot normally supply enough energy to power all of the electrical components/devices present therein for extended periods of time (e.g., before the charge of the vehicle battery is depleted and/or rendered useless (e.g., incapable of being used to start the vehicle engine)).

In view of both financial costs (e.g., due to cost of fuel and engine wear/maintenance costs) and environmental costs (e.g., due to harmful emissions (e.g., green house gases)) described above, a need has arisen for alternative energy sources (e.g., electrical power sources) that can be used in place of vehicle idling to provide the energy required to run devices (e.g., heating, air conditioning, computers, and other electrical devices) that to date have depended upon engine idling (e.g., to produce sufficient amounts of energy to run devices and/or components within the vehicle for extended periods of time). For the foregoing reasons, there exists a need to provide motor vehicles efficient, environmentally friendly means of providing power to vehicle components and/or devices that have traditionally depended upon running the vehicle engine.

Information relevant to attempts to address these problems can be found in U.S. Pat. No. 2,962,873 to Anderson; U.S. Pat. No. 3,475,919 to Ellis; U.S. Pat. No. 4,280,330 to Harris, et al.; U.S. Pat. No. 4,308,994 to Perhats; U.S. Pat. No. 4,448,157 to Eckstein, et al.; U.S. Pat. No. 4,531,379 to Diefenthaler, Jr.; U.S. Pat. No. 4,682,642 to Greer; U.S. Pat. No. 4,732,229 to Lucht; U.S. Pat. No. 4,756,359 to Greer; U.S. Pat. No. 4,780,618 to Wareman, et al.; U.S. Pat. No. 4,874,921 to Gerbig; U.S. Pat. No. 4,909,044 to Gudmundsen; U.S. Pat. No. 4,939,911 to Mandell; U.S. Pat. No. 5,067,652 to Enander; U.S. Pat. No. 5,333,678 to Mellum, et al.; U.S. Pat. No. 5,528,901 to Willis; U.S. Pat. No. 5,896,750 to Karl; U.S. Pat. No. 5,899,081 to Evans, et al.; U.S. Pat. No. 5,901,572 to Peiffer; U.S. Pat. No. 5,927,269 to Quarrie; U.S. Pat. No. 6,116,513 to Perhats, Sr.; and, U.S. Pat. No. 6,453,678 to Sundhar; U.S. published patent application Nos. 2001/0025889 to Salberg; 2002/0014329 to Carr; Japanese Patent No. JP401153321 to Takehana, et al.; German Patent No. DE3933040 to Steinbeck; and U.S. Pat. No. 7,151,326 to Jordan. However, each one of these references suffers from one or more of the following disadvantages: they utilize a secondary power supply, but without employing power storage means sufficient to run electrical devices for long periods of time to meet a driver's heating or cooling needs (e.g., while off-road); they provide power storage means but without the ability to maintain their charge, thus failing to enable long term provision of power to electrical devices; they fail to provide optimal charging conditions for a vehicle's batteries (e.g., truck batteries (e.g., used to start the truck) and/or hybrid batteries (e.g., used to store energy produced by the truck (e.g., utilized when the engine is not running/idling))); and/or they provide alternative power supplies that require additional fuel and/or produce harmful emissions (e.g., rather than conserving fuel and/or reducing emissions).

Thus, in some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator (e.g., a dual output alternator (e.g., an alternator that produces a first output voltage (e.g., 12V DC, 24V DC, 36V DC or 48V DC) and produces a second output voltage (e.g., 12V DC, 24V DC, 36V DC or 48V DC)), wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits. In some embodiments, the first circuit is configured to provide and receive the first type of energy such that the charge capacity (e.g., battery energy (e.g., required for starting a vehicle) and/or battery storage (e.g., the ability to charge the battery fully (e.g., leading to longer usable life of the battery))) of the first circuit is optimal, and wherein the second circuit is configured to receive the second type of energy such that the charge capacity (e.g., battery energy and/or battery storage (e.g., the ability to charge the battery fully (e.g., leading to longer usable life of the battery))) of the second circuit is also optimal (e.g., the charge capacity of both a first circuit and a second circuit present within a plurality of circuits receive the full benefit of power from the alternator).

For example, prior to discoveries made during development of embodiments of the present invention, a single output alternator had been used to charge a vehicle's (e.g., truck) batteries and to produce energy to be stored and used during vehicle (e.g., truck) shut down periods (See, e.g., Jordan, U.S. Pat. No. 7,151,326, hereby incorporated in its entirety for all purposes). However, this system not only compromises the truck's batteries, it also compromised the hybrid storage batteries. For example, using a system described in U.S. Pat. No. 7,151,326, the truck's batteries do not receive the full benefit of the alternator because the hybrid battery bank keeps the alternator's voltage below what is needed for the primary batteries to be fully charged. For example, the circuit requires that the truck's starter batteries be recharged using the single alternator output. Thus, one problem that exists is that the alternator's output generally never reaches optimal output to recharge the truck's starter batteries because the second set of batteries (hybrid batteries) prevents it from reaching this level because the hybrid batteries start at a voltage level well below that of the first battery bank. Additionally, the DC voltage spikes present when one battery bank is depleted and the second battery is not depleted creates problems with a truck's 12V electrical circuit. For example, the voltage spikes affect computers (e.g. processors and/or hard drives (e.g., causing errors (e.g., reading and/or writing errors))) being run by the truck's primary batteries.

Thus, in some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator, wherein the alternator provides 12V DC energy to a first circuit of the plurality of circuits, and 24V DC energy to a second circuit of the plurality of circuits. The present invention therefore provides a system comprising a plurality of circuits, wherein the energy (e.g., voltage) of each circuit exists independent of the other circuit(s). Thus, the present invention provides a system that is capable of utilizing, independently, a plurality (e.g., two, three, four or more) of different types of alternator charging. The ability to utilize a plurality of independent charge circuits provides the ability to utilize a plurality of different energy storage (e.g., battery) devices and/or types. As described herein, the ability to utilize a plurality of different types of energy storage devices (e.g., batteries) provides a plurality of circuits that outperform, and provide benefits not available from, a single circuit (e.g., 12V circuit (e.g., from a single output alternator)). Thus, the present invention provides the ability to overcome inefficiencies experienced with a single circuit powered by a single output alternator, and provides optimal energy output and storage in a plurality of circuits (e.g., wherein a first circuit contains batteries utilized for starting a vehicle (e.g., truck) engine and a second circuit contains batteries utilized for energy storage and/or powering components during engine shut-down periods).

For example, in some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits, wherein the second circuit of the plurality of circuits enjoys a greater than 2 fold, greater than 5 fold, greater than 7 fold, greater than 8 fold, greater than 9 fold, greater than 10 fold or more charge capacity (e.g., battery energy (e.g., hybrid battery energy (e.g., utilized to run devices and/or components of the vehicle when the vehicle engine is turned off/not running) compared to that of a hybrid battery bank charged by a single circuit (e.g., 12V DC circuit).

In some embodiments, a first circuit of a plurality of circuits is an industry standard 12 volt circuit. In a truck application, this comprises a truck built by today's standard production specifications and includes general automotive devices of a standard 12 volt circuit such as headlights, radio, wipers, blower fans, defrosters, and also includes the starter and the starter batteries. Since a first circuit of a plurality of circuits includes the starter motor this circuit also includes batteries used for starting the vehicle (e.g., starter batteries). Batteries used for starting a vehicle are generally lead acid and need to be kept isolated from the interior of a vehicle because of the deadly gas they produce when charging or discharging. Lead acid batteries are designed to release battery voltage quickly (e.g., thus their use in a starter circuit). This type of battery uses thin lead plates with an acid mixture separating the plates. The liquid creates an environment that allows electricity to flow quickly and that is needed for engine starting. In general, starter batteries only produce usable power to 12.0 volts. Lead acid starter batteries are the battery used in all truck and car applications. Though a starter battery is generally called a 12 volt battery, a battery used to start a car or truck actually contains six cells with each cell containing 2.1 volts.

Thus, a 12V battery used to start a car or truck has the capacity to hold 12.6 volts and produce power until it reaches 12.0 volts. At 12.0 volts it is considered dead. For example, this is why when a person gets into their car and turns the ignition on the dash lights may come on but the starter motor will not engage (e.g., the 12V starter battery has a voltage of 12 volts but has no power available (e.g., to turn a starter motor)). Since lead acid batteries used to start a vehicle engine are subjected to an exterior installation, the batteries are subject to the temperature of the environment in which they are located. Battery voltage decreases with decreasing temperature (e.g., a battery can reach as little as 50% of its optimum power available at 0° F.).

In trucks, since starter batteries are utilized for electrical needs other than starting, low voltage separating devices are used to keep the starter batteries from depleting to the point where they no longer have the power available to start the truck (e.g., 12.0 volts). The typical cutoff point for these devices is 12.1 volts. For example, low voltage separating devices are configured to shut off devices (radio, entertainment devices, fans, lights, etc.) using power in the truck when the starter battery reaches 12.1 volts. Moreover, a starter battery present in this circuit (e.g., starter circuit) also effects battery operated idle elimination devices (e.g., heaters, air conditioners, etc. (e.g., described in U.S. Pat. No. 7,151,326)) because they too shut off when charged by a single circuit powered by a single 12V DC output alternator. For example, even though idle elimination system devices are configured to run until the batteries reach 10 volts, they are automatically turned off at 12.1 volts (e.g., so as not to deplete the starting capacity of the starter battery).

However, the present invention provides that when a plurality of circuits are utilized (e.g., comprising a first circuit comprising a starter battery and a second circuit comprising a bank of hybrid storage batteries utilized to run vehicle devices/components when the vehicle engine is not running) in place of a single circuit comprising starter batteries and hybrid storage batteries, it is possible to allow the hybrid storage and run batteries of hybrid circuit to run below 12.1 volts (e.g., to 10 volts). In fact, experiments conducted during development of embodiments of the invention showed that an air heater will run for 135 hours when powered by hybrid batteries of a hybrid circuit of a plurality of circuits when the batteries were allowed to run until they reached 10 volts. However, this same heater ran for only 13 hours when powered by a 12V starter battery in a system comprising only one circuit before the voltage reached 12.1 volts (e.g., the point at which the power is shut off).

Experiments conducted during development of embodiments of the invention also characterized use of water heaters powered by a trucks starter batteries (e.g., WEBASTO water heater (e.g., model no. TL-17) or ESPAR water heater (e.g., model no. D-10)). In fact, the water heater manufacturer recommends in literature supplied with the heater that the heater only be used for a 2 hour period and that if used longer than this 2 hour period the truck's starter batteries are likely to be depleted to a voltage near 12.0 volts, a point where there may not be enough power to start the trucks engine. However, when the water heater was used with an exemplary system of the present invention comprising a plurality of circuits and powered from a hybrid circuit of the plurality of circuits, the water heater ran for 55-60 hours (e.g., until the hybrid batteries present in the hybrid circuit of the plurality of circuits reached 10 volts).

Thus, in some embodiments, the present invention provides the ability to use a water heater instead of an air heater (e.g., providing an advantage in that the water heater can be connected to the trucks coolant circuit). Thus, the present invention provides that when the water heater is turned on the heat produced is pumped through the truck's coolant system, the engine and heater cores (e.g., thereby receiving the heated coolant). Thus, the present invention provides the use of the coolant circuit to allow the truck's existing heater cores to be used to bring heat into the interior of the vehicle. The present invention also provides that the vehicle engine benefits because it is receiving the heated coolant. Thus, a vehicle driver can shut down an engine for long periods of time without having to worry about the engine starting after the long shutdown because the engine maintains a temperature that ensures the engine will start. Moreover, since the water heater is not using the 12 volt energy from the starter battery circuit, the engine will have both the heat and the electrical energy to start. The present invention also provides, in some embodiments, that when using a water heater for heat, the water heater heats the truck's engine quickly and therefore eliminates the need to plug in the vehicle's 120 volt block heater (e.g., thereby circumventing the need to use a 120 volt block heater (e.g., that consumes 1500 watts of power every minute that it is plugged in)).

The benefits provided by a system of the present invention are applicable to a variety of vehicles in addition to trucks. Indeed, any motor vehicle that is used in both an engine running capacity (e.g., a car being driven to take children to school) as well as an engine off capacity (e.g., a car that is turned off with one or more occupants residing inside the vehicle for an extended period of time (e.g., a parent waiting to pick their child up from school (e.g., in the extreme heat of the Southern part of the U.S, or the extreme cold of the Northern part of the U.S.), a police car, a taxi cab, a city bus and/or school bus, etc.)) benefits from the systems and methods provided herein.

In some embodiments, the voltages produced by a multi-output alternator in a system of the present invention are the same (e.g., two 12V DC outputs). In a preferred embodiment, the voltages produced by a multi-output alternator in a system of the present invention are different (e.g., a 12V DC output and a 24V DC output). In some embodiments, since the current standard voltage in vehicle (e.g., truck and car) circuits is 12V DC, the voltage of a first circuit of a plurality of circuits of a system of the present invention is 12V DC, and the voltage of a second circuit of a plurality of circuits of a system of the invention is selected from the group comprising, but not limited to, 12V DC, 24V DC, 36V DC, or 48V DC.

In some embodiments, a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator, wherein the alternator provides 12V DC energy to a first circuit of the plurality of circuits, and 24V DC energy to a second circuit of the plurality of circuits, allows efficient (e.g., optimal) transfer of power to one or a plurality of batteries located within the first circuit (e.g., without compromising the ability to charge fully or to utilize fully batteries present in a second circuit of a plurality of circuits), and allows efficient (e.g., optimal) transfer of power to one or a plurality of batteries located within the second circuit (e.g., without compromising the ability to charge fully or to utilize fully batteries present in a first circuit of a plurality of circuits). In some embodiments, cables utilized to transfer 24 volt DC power of a second circuit are one-half the thickness of cables that are utilized in a first circuit (e.g., the primary cable). Thus, in some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive different types of energy (e.g., 12V DC and 24V DC) from a single, multi-output alternator, wherein the system further comprises a plurality of different types of power transfer cables (e.g., cables of different thicknesses (e.g., used to transfer power away from a multi-output alternator) to move electrical power (e.g., amperage) through a plurality of different types of circuits (e.g., a 12V circuit and a 24V circuit (e.g., in order to fully utilize the charge capacity (e.g., battery energy as well as battery storage) of each of the plurality of circuits)).

In some embodiments, a system of the present invention (e.g., comprising a plurality of charge circuits, wherein the plurality of circuits receive different types of energy (e.g., 12V DC and 24V DC) from a single, multi-output alternator) is utilized in a truck (e.g., day cab and/or over the road truck (e.g., in order to isolate truck power needs)). For example, a plurality of charge circuits of a system of the present invention can be utilized to isolate truck power needs (e.g., headlights, radio, wipers, blower fans defrosters, starter batteries, engine monitoring components, etc. (e.g., provided by DC voltage of a first circuit of a plurality of circuits (primary DC voltage))) from driver shutdown needs (e.g., storage batteries (e.g., comprising larger operating range that require different voltage and charge than batteries found in a first circuit (provided by 12V DC voltage of a second circuit of a plurality of circuits (secondary Hybrid/batteryDC Voltage))), heat and/or air conditioning equipement).

A system of the present invention provides multiple benefits to trucks that have heretofore not been achievable. For example, a system comprising a plurality of charge circuits provides improved and more cost effective cable length runs. In particular, because amperage traveling within a second, hybrid battery circuit necessarily is greater and travels for longer periods, this circuit is isolated from the energy needed for a truck's primary 12 volt system (e.g., thereby producing a more efficient and safer system). For example, the present invention provides a safer system because the amperage flowing through the cables is decreased in 50% intervals as voltage is increased proportionally. For example, a 1200 watt heater is using 100 amps DC to run at 12 volts but this same heater is using 50 amps at 24 volts and 25 amps at 48 volts. Thus, because the power and/or danger of fire or short circuits producing injury is based on the amperage or power traveling through this circuit, the present invention provides a system that reduces these risks. In addition, because some embodiments utilize a plurality of circuits comprising a 12V DC circuit and 24V DC circuit configuration, the presence of a second, higher voltage hybrid battery circuit allows use of electric cables of less weight and/or that are less expensive than thicker and/or longer cables.

Moreover, in some preferred embodiments, a system of the present invention (e.g., comprising a plurality of charge circuits, wherein the plurality of circuits receive different types of energy (e.g., 12V DC and 24V DC) from a single, multi-output alternator) eliminates the need for battery isolation equipment. Eliminating battery isolation equipment not only reduces costs associated with providing an alternative, more efficient and more environmentally friendly system of providing for a vehicle's energy needs of the present invention, it also reduces system weight.

Thus, by reducing system weight, the present invention provides the ability to utilize more weight for energy storage (e.g., more batteries for use in a battery bank present in a secondary, hybrid circuit of the present invention). Weight is a factor because trucks working within the trucking industry of the United States are allowed an additional 400 pounds of gross vehicle weight (GVW) if an idle elimination system is installed in a truck. Therefore, a truck that can weigh 80,000 pounds without idle elimination equipment can weigh 80,400 pounds when an idle elimination system is installed. Thus, in some embodiments, an isolated, plurality circuit system of the present invention provides systems and methods of using the systems to reduce overall weight associated with non-battery components of an idle elimination system (e.g., thereby increasing the amount of weight that can be dedicated to energy storage (e.g., batteries)).

Thus, in some embodiments, the present invention provides a truck comprising a system comprising a plurality of charge circuits (e.g., independently wired circuits), wherein the plurality of circuits receive energy from a single, multi-output alternator (e.g., an alternator that produces both 12V DC as well as 24V DC power), wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits. Thus, in some embodiments, a system comprising a plurality of charge circuits (e.g., independently wired circuits) provides the utilization of a plurality of separate, different types of energy storage devices (e.g., batteries and/or banks of batteries) within each of the circuits (e.g., with each energy storage device providing for an energy need that is not and/or cannot be provided by the other type of energy storage device).

The ability to efficiently charge different types of batteries located within different charge circuits in a system of the present invention permits the use of separate types of energy (e.g., energy when a vehicle engine is running and energy when a vehicle engine is not running) Separating a vehicle's (e.g., truck or car) 12 volt circuit (a first circuit of a plurality of circuits) from a second circuit of a plurality of circuits (e.g., used to power devices/components when the vehicle engine is not running) allows isolation of the vehicle's starter batteries from other electrical needs of the vehicle. This separation allows a separate battery bank (e.g., hybrid battery bank powered by a 24V DC charge) to be used to power various power needs when the vehicle is not running.

Since the type of power needed in the vehicle is different than the power needed when the vehicle is running, an isolated battery bank (e.g., charged by a 24V DC charge) can be used to power components in the vehicle such as heaters or air conditioners (e.g., electrically powered heaters or air conditioners (e.g., separate from heaters or air conditioners that traditionally have been powered from a vehicle engine)), computers, and other electrical devices in the vehicle).

For example, one of the benefits of using a system comprising a plurality of circuits is that a second, hybrid circuit (e.g., powered by a 24V DC output) being separated from a first circuit (e.g., powered by a 12V DC output) is that it allows an amperage and voltage within the second circuit large enough to supply power needed to directly power the climate control (e.g., heating and/or air conditioning) in the vehicle for extended periods of time when the vehicle engine is not running.

For example, current trucks use an engine driven air conditioning compressor to operate the cab's air conditioning and a second bunk air conditioner for a bunk. When idle elimination systems are added to the truck, a third air conditioner is added so that this third air conditioner can be used when the truck is stationary. This third air conditioner is typically run by a second diesel engine. In some embodiments, a system of the present invention (e.g., comprising a plurality of circuits charged by a multi-output alternator) can be used to run a vehicle's (e.g., truck bunk's) air conditioner while the vehicle's (e.g., truck's) engine is running and a hybrid battery bank (e.g., charged by a hybrid circuit) used when the vehicle's (e.g., truck's) engine is turned off (e.g., wherein the hybrid batteries can be run down to a voltage that would be detrimental to a 12V battery utilized for starting the vehicle). Thus, in some embodiments, a system of the present invention eliminates one or more of a vehicle's (e.g., truck's (e.g., bunk's)) air conditioners (e.g., eliminates a truck's bunk and/or cab air conditioners) (e.g., by powering an electric air conditioner to maintain the temperature within the vehicle). Thus, an electrically powered climate control system (e.g., air conditioner) of the present invention is adaptable to a variety of vehicles including, but not limited to, cars, ambulances, city buses, school buses, RVs, trucks and other motor vehicles.

For example, in a vehicle (e.g., day cab (e.g., a truck without a sleeper)), a system comprising a hybrid circuit of a plurality of circuits of the present invention allows a vehicle's (e.g., day truck's) entire air conditioning system to be replaced with an electric unit (e.g., that is not powered by the vehicles engine but rather by batteries placed within the second circuit). Thus, because a majority of engine idling in the United States is caused by day cab trucks that make up the majority of trucks on the road, a system of the present invention significantly reduces emissions, fuel usage and engine wear observed when vehicles (e.g., day cabs) are idled in order to provide climate control to the interior of the vehicle. In some embodiments, the present invention provides a system that changes the way in which vehicles (e.g., cars, trucks, etc.) are manufactured. Thus, in some embodiments, a system comprising a plurality of circuits including a 24 volt secondary circuit (or other voltage) allows the second circuit to run a vehicle's climate control system as well as to charge the batteries running this system, simultaneously. This concept has heretofore not been considered due to a 12 volt voltage requiring amperage too high to be delivered at the rate needed (e.g., in an economically efficient way).

The present invention is not limited by the type of multi-output alternator. Indeed, any alternator capable of producing a plurality (e.g., 2, 3, 4, etc.) of different types of power (e.g., any plurality of 12V, 24V, 36V, 48V, etc.) at the same time can be utilized in the present invention. In some embodiments, an alternator has at least 2, at least 3, at least 4, at least 5, or more individual circuits. In some embodiments, the alternator is an alternator produced by AMERICAN POWER SYSTEMS, Davenport, Iowa (e.g., product no. AAI-OBVP-400. or similar device).

A system comprising a plurality of isolated circuits, wherein one circuit of the plurality of circuits comprises 12V power and starter batteries, and a second circuit of the plurality of circuits comprises 24V power and a bank of hybrid energy storage batteries, wherein the hybrid storage batteries provide power needs for a vehicle whenever the engine of the vehicle is not running, decreases the demand and load upon the 12V circuit and batteries found therein. For example, when utilized in a truck, decreasing the load on the truck's 12V batteries allows fewer batteries to be used in the trucks 12 volt system (e.g., because the truck's 12 volt circuit is used only for the needs of a moving truck). In some embodiments, reducing a vehicle's (e.g., truck's) 12 volt batteries allows the 12V battery weight removed to be shifted to a hybrid battery bank found within a hybrid circuit (e.g., as a means of increasing energy storage capacity without increasing the weight of the vehicle (e.g., truck).

Thus, the present invention provides means of changing the way electricity is captured, stored and utilized within vehicles. In particular, the present invention provides systems and methods of using the systems to change voltage regulation within the automobile and trucking industries. In some embodiments, a system of the present invention finds use in military vehicles (e.g., tanks, transport vehicles, etc.) that benefit from having a multi-circuit, multi-output electrical system (e.g., because of the multi-roles that military vehicles serve). The sophistication required with sensitive computers used for defense and weapons systems requires a quality, stable voltage. Thus, hybrid circuitry allowing a separate circuit dedicated to energy storage while isolated from the vehicles mobility voltage allows maximum energy stored and/or used for other work to be done, as well as provides redundancy for each circuit (e.g., in the event one of the circuits fails). Stored energy within a hybrid circuit of a plurality of circuits is used to replace an idling engine and allows the vehicle to remain silent and undetectable while maintaining interior temperatures and communication and/or control of on board systems (e.g., weapon systems).

In some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits, wherein the first circuit of the plurality of circuits powers 12V circuit devices (e.g., headlights, radio, wipers, blower fans, defrosters, starter batteries, and/or engine monitoring components), and wherein the second circuit of the plurality of circuits uses 24V DC power to provide charge to a bank of non-lead acid batteries (e.g., batteries comprising larger operating range than a 12V battery (e.g., that operate in a different voltage range than 12V batteries and/or that require a different charge type than 12V batteries to maximize their performance)) and/or to AC devices (e.g., powered by a combination of a generator and an alternator being operated with a single pulley. Thus, a system of the present invention can be used to separate voltage of 12V circuits currently found within vehicles from that of a second circuit (e.g., 24V circuit) provided herein, thereby allowing the regulation of each circuit independent of the other to meet the demands and/or requirements of each circuit at any given moment.

Separating the circuits allows maximum performance at all times and allows all electrical devices to perform at peak performance without compromise or sacrifice. Battery storage within a second circuit (e.g., 24V hybrid battery circuit) can be configured to provide power only as necessary instead of having to compensate for the needs of a first circuit (e.g., 12V starter battery) that may require a large amount of amperage (Hybrid circuit) because of large amperage draw (battery bank depletion) over a long period of time. Similarly, battery storage can be configured to provide power only as necessary instead of having to compensate for the needs of a separate circuit that might require a large amount of amperage (e.g., a hybrid circuit) because of large amperage draws (e.g., due to battery bank depletion) over a long period of time.

In some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator wherein the alternator provides 12V DC energy to a first circuit of the plurality of circuits, and 24V DC energy to a second circuit of the plurality of circuits, wherein batteries within the first circuit are designed to release battery voltage quickly (e.g., a starter battery (e.g., used in a car, truck, or other motor vehicle)), and wherein batteries within the second circuit are designed to release energy slowly over time (e.g., from a bank of batteries (e.g., used to provide power to a car, truck, or motor vehicle when the engine of vehicle is not running), wherein first circuit batteries and second circuit batteries require different types of battery charging. For example, batteries within a hybrid circuit described above can be configured to hold a higher voltage (e.g., 2.2 volts per cell (e.g., comprising a 3.4 volt usable power range (e.g., from 9.5 volts to 12.9 volts)) than batteries within a 12V circuit (e.g., comprising 2.1 volt cells (e.g., that produces power in a 0.6 volt power range (e.g., 12.0 volts to 12.6 volts))). Thus, a battery found within a hybrid circuit can produce power down to a lower voltage than a battery found within a 12V circuit. Thus, in a system where a hybrid circuit of a plurality of circuits comprises a hybrid battery bank that is separate from and that is charged separately from a 12V circuit of a plurality of circuits comprising starter batteries, a heater, air conditioner and/or inverter used in the hybrid circuit can be used until the batteries within the hybrid circuit reach a voltage at which batteries within the 12V circuit become useless (e.g., used until the hybrid batteries reach 9.5 volts). This allows components of a first circuit of a plurality of circuits and the components of a second circuit of a plurality of circuits within a system of the present invention to each individually perform at optimal levels within the respective circuits and to not be constrained by limitations from the other circuits (e.g., the fact that the standard 12V circuit shuts down devices and components when the voltage within the 12V circuit reaches 12.1 volts).

Thus, the present invention provides the ability to address problems with battery drain that cause subsequent problems with voltage and amperage spikes whenever a vehicle (e.g., car, truck or other vehicle) is started and high amperage is run through the vehicle's (e.g., car's, truck's, or other vehicle's) electrical system to bring starter batteries back to the level that they need to be to do their job. For example, as described above, a system of the present invention separates starter battery voltage (e.g., voltage to bring a starter battery back to a level needed to do its job and battery drain) away from voltage used to charge hybrid batteries and voltage provided by the hybrid batteries to the devices and/or components of a vehicle powered by the hybrid batteries during engine shut off.

In some embodiments, a first (e.g., primary) circuit of a plurality of circuits of a system of the invention comprises an alternator with a voltage regulator designed to charge a starter battery (e.g., lead acid battery). This 12 volt circuit can be bussed to a fuse or circuit breaker panel where it is distributed to the 12 volt circuits used to operate the various electrical loads associated with normal driving and engine monitoring. A first circuit of a plurality of circuits of a system of the present invention may comprise other components including, but not limited to, a 12 volt alternator, voltage regulator, starter solenoid, starter, 12 volt batteries, distribution panel, fuse panel, circuit breakers, lighting, computers (e.g., on-board computers used to monitor truck functions), fans, engine controls, interior lighting, typical 12 volt circuits, radio, wipers and/or other components.

In some embodiments, a second (e.g., hybrid) circuit of a plurality of circuits of a system of the invention comprises hybrid battery storage components (e.g., batteries that are used to provide electrical power for vehicle devices and/or components (e.g., heater and/or air conditioner) when the vehicle engine is not running) Thus, in some embodiments, the second circuit of a plurality of circuits is a hybrid circuit in the sense that the energy developed with this circuit is sent to a battery storage means that is different than 12V batteries and that is not powered by voltage used to charge a 12V first circuit of a plurality of circuits. As described herein, in some embodiments, the batteries of the hybrid circuit have a higher voltage (e.g., for ease and/or efficiency in energy transfer) and this circuit serves power needs other than/separate from the needs used in the driving function of the vehicle (e.g., the hybrid circuit of a plurality of circuits gathers energy for the purpose of using this energy when the vehicle's engine is not running) Thus, the hybrid circuit of a plurality of circuits eliminates the need to run the engine when the engine is not required to move the vehicle. The hybrid circuit of a plurality of circuits eliminates the need to run the engine anytime the vehicle is not moving. In some embodiments, the hybrid circuit of a plurality of circuits provides all power necessary to run an air conditioner (e.g., a split air conditioning system of the invention described herein) and/or heater (e.g., a heating system of the invention described herein) located within and/or attached to the vehicle (e.g., that are separate from air conditioning systems or heating systems that depend upon vehicle engine idling power to run). Accordingly, in some embodiments, an interior climate control system is powered by a hybrid circuit of a plurality of circuits with electric energy developed within the hybrid circuit instead of being operated with mechanical energy from the vehicle engine (e.g., utilized in conventional vehicle (e.g., car and truck manufacturer) air conditioning and heating systems). Therefore, in some embodiments, a system comprising a hybrid battery circuit (e.g., of a plurality of charge circuits) of the present invention promotes engine off time and/or the development of cars and/or trucks that utilize such a system (e.g., because a system of the present invention does not require a vehicle engine to be run in order to regulate the vehicle's interior climate control systems).

A hybrid circuit of a plurality of circuits of a system of the present invention may comprise other components including, but not limited to, a 24 volt alternator, voltage regulator, fuse and/or breaker, battery bank (e.g., 24V battery bank), devices configured to run on non-12V power (e.g., 24 volt devices), inverter, air conditioner, electric heater (e.g., 24V heater), air heater, water heater, refer link, and/or other components.

In some embodiments, a hybrid circuit of a plurality of circuits comprises an alternator with a voltage of 12, 24, 36, or 48 volts, and further comprises a voltage regulator with a multi-stage (e.g., 2, 3 or more stage) charger built into the voltage regulator. In some embodiments, the voltage regulator is built into the alternator or is externally mounted. Thus, in some embodiments, the hybrid circuit of a plurality of circuits runs directly to the interior or exterior mounted hybrid battery bank (e.g., used to supply DC power to an inverter (e.g., used to produce 120 volt AC power (e.g., for the interior of the vehicle of portion thereof (e.g., for a bunk of a truck)))). This power can then be used to run the vehicle's (e.g., car or truck's or portion thereof (e.g., a truck's bunks)) air conditioner eliminating the need to have a mechanically operated air conditioner (e.g., that is only available to the driver when the truck's engine is running) This circuit can also be used to provide DC power to directly run the DC needs in the vehicle or portion thereof (e.g., a truck's bunk). Such components may include personal computers (e.g., used in a police car, ambulance, taxi, truck and/or other vehicle), medical equipment (e.g., within an ambulance), devices used in a bunk of a truck (e.g., including but not limited to cooking equipment, coffee maker, TV, DVD player, video game machines, sleep apnea machines, cell phones, laptop computers, lighting, and/or ventilation machines, heaters (e.g., DC operated fuel fired heaters used for engine and interior heat), and/or other devices). In some embodiments, a hybrid circuit of a plurality of circuits comprises a fuse or circuit breaker (e.g., located within 18 inches of the alternator (e.g., with both the positive and negative cables beginning at the alternator and traveling together to the hybrid battery bank of the second circuit and connecting to the appropriate posts of the batteries to ensure proper voltage). In some embodiments, a voltage regulator (e.g., 24V voltage regulator) is used to maintain a proper level of battery charge within the hybrid bank of batteries of the hybrid circuit. Thus, the hybrid circuit of a plurality of circuits can be configured as a 24V circuit that provides energy to charge a hybrid battery bank and to supply power to the inverter connected to these batteries. As described herein, in some embodiments, the inverter inverts 24V power to 120V AC (e.g., that can be used to run components or devices (e.g., an air conditioner)). A hybrid circuit of the present invention is not limited by the nature of the vehicle in which it is used. Indeed, any vehicle that benefits from comprising an isolated, hybrid circuit (e.g., comprising a hybrid battery bank) find use for the circuits disclosed in the present invention. For example, cars, trucks, boats, trains, and planes can be configured to utilize a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator, wherein the alternator provides a first type of energy to a first circuit of the plurality of circuits, and a second type of energy to a second circuit of the plurality of circuits (e.g., wherein the first circuit of the plurality of circuits comprises one type of battery (e.g., a lead-acid battery or other type of battery), and wherein the second circuit of the plurality of circuits comprises a second type of battery (e.g., AGM battery). In some embodiments, a vehicle, may be configured to house a plurality of engines, wherein one of the engines comprises a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator (e.g., a vehicle comprising an engine used to provide energy to move the vehicle (e.g., a van or a plane comprising an engine used to move the van) also comprises a second engine (e.g., utilized to provide power to a tool, computer system, climate control, or other component) that comprises a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator). In some embodiments, an engine (e.g., an off-road engine, stationary engine (e.g., used at a construction site (e.g., an engine in a crane)) etc.) is part of a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator, wherein one or more circuits are utilized to perform one or more functions that cannot be performed by a single circuit.

In some embodiments, as described herein, a vehicle that comprises a system of the present invention comprising a plurality of charged circuits powered by a single, multi-output alternator comprises the components needed to allow the vehicle to function as a total hybrid vehicle (e.g., such that all energy utilized when the vehicle is stationary is developed and saved while the truck is moving). For example, with regard to a truck comprising a cab and a bunk, since the truck takes on the dual role of moving freight and providing lodging for the driver, a truck comprising a system of the present invention is configured to perform both roles.

For example, in some embodiments, a truck comprising a system of the present invention comprising a plurality of charge circuits (e.g., independently wired circuits), comprising a first circuit (e.g., a 12V DC circuit) of a plurality of circuits that exists within the cab, and a second circuit (e.g., a 24V DC circuit) of a plurality of circuits that exists within the bunk portion of the truck. This bunk environment can be insulated to the same level required in a home. Moreover, the same types of climate control can be used as in a home (e.g., using a system of the present invention), wherein factors such as the average square feet of the bunk (e.g., 300 cubic feet) play a role in determining climate control device need. Moreover, since shore power is becoming more available, nationwide, in some embodiments, a truck comprising a system of the present invention is also able to utilize standard 120 volt electricity. Thus, since a bunk is generally only about 300 cubic feet, about 15 amps or less of 120 volt AC is sufficient for climate control. Additionally, since 120 volt electricity is the common U.S. voltage, the devices used for climate control can be chosen to operate with this type of voltage.

Therefore, in some embodiments, since 120 volt voltage is available as a power source (e.g., shore power source), an inverter/charger can be utilized to take advantage of the incoming power. In some embodiments, the inverter/charger produces 120 volt AC when no shore power is available from 12 volt DC power or from 24 volt DC power.

In some embodiments, the inverter/charger is configured to take in 120 volt AC, and when it senses the incoming voltage becomes a battery charger (e.g., to charge hybrid batteries present within a second circuit of a plurality of circuits (e.g., a circuit that is electrically isolated from a first circuit of a plurality of circuits comprising starter batteries)). As a battery charger, the inverter can be programmed to charge the battery bank with the voltage it is connected to.

For example, the inverter/charger in charger mode with incoming 120 volt AC can be programmed (e.g., to charge the hybrid battery bank within a hybrid circuit using voltage it is connected to) to base the type of charge on a number of factors including, but not limited to, voltage, battery type, (e.g., AGM, lead acid starter motor, gel, deep cycle lead acid, etc.). In some embodiments, the programmed information within the inverter/charger may also comprise information related to hybrid battery bank size (e.g., in amperage). In some embodiments, a temperature sensor is also connected from a hybrid battery bank to the inverter and the type of charge and amount of amperage is determined by the current temperature of the battery. The inverter/charger can also be programmed to limit the amount of incoming 120 volt amperage (e.g., in order to avoid tripping the circuit breaker it is connected to).

A benefit to using shore power (e.g., incoming 120 volt AC) is that the inverter/charger determines the amount of amperage needed from its 120 volt output side and sends the remainder of the predetermined maximum amperage to the battery charger. Thus, in some embodiments, if the inverter/charger is using incoming 120 volt power, it is configured to be in charger mode. While in charger mode the vehicle (e.g., car, truck, or other vehicle) may be using 120 volt power to run an air conditioner. If the air conditioner uses about 10 amps of power, in some embodiments, the inverter/charger reads this information and determines that 5 amps is available for battery charging since the inverter/charger is programmed to take a maximum amperage draw of 15 amps. Five amps of 120 volt AC equals 50 amps of 12 volt DC power for charging or 25 amps DC power if connected to a 24 volt battery bank.

In some embodiments, Absorbed Glass Mat (AGM) batteries are used in a second circuit (e.g., hybrid battery circuit) of a plurality of circuits (e.g., because they can be kept in the interior of a vehicle away from weather and corrosion). AGM batteries are sealed and do not produce gas when charging or discharging. AGM batteries hold 2.2 volts per cell instead of 2.1 volts per cell found in starter batteries. In general, AGM batteries have a life cycle of 5500 charges/discharges compared to a lead acid battery that lasts in general for only 550 cycles. AGM batteries produce power down to 9.5 volts compared to a lead acid battery that is dead at 12 volts.

In some embodiments, a vehicle comprising a system of the present invention comprising a plurality of charge circuits (e.g., independently wired circuits), comprising a first circuit (e.g., a 12V DC circuit) of a plurality of circuits, and a second circuit (e.g., a 24V DC circuit) of a plurality of circuits, also comprises a converter (e.g., utilized to allow controlled connection of a first circuit of a plurality of circuits to connect to a second circuit of a plurality of circuits (e.g., upon a specific need of one of the circuits that cannot be met by an individual circuit alone). For example, in some embodiments, a converter is utilized to run a first of a plurality of circuits from the power of the second circuit of a plurality of circuits (e.g., when a starter battery of the first circuit has been depleted of charge; or where the first circuit's power from an alternator fails). In such embodiments, the power obtained from a second circuit of a plurality of circuits from an alternator can be used to run the first circuit (e.g., if the DC voltages were not the same (e.g., by using a DC to DC converter to change 24 volt DC to 12 volt DC)).

In some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits, wherein the second circuit (e.g., hybrid circuit) comprises a 24V air conditioner and/or a 120V air conditioner (e.g., powered via a DC to AC inverter). In some embodiments, a hybrid circuit powers a split air conditioning system of the invention described herein. In some embodiments, a hybrid circuit of a system of the present invention comprises an inverter that allows the hybrid circuit to utilize shore power (e.g., that allows the hybrid circuit to use shore power via an AC to DC conversion via the inverter) to charge batteries present in the hybrid circuit. Thus, in some embodiments, since shore power is available at 120 volts, the air conditioner can be configured to run on this voltage. In some embodiments, the air conditioner is run from electric power provided directly from the hybrid circuit (e.g., eliminating the need for an engine driven compressor and allowing the air conditioner to run when the engine is turned off). This is a significant advancement in car and truck design as, currently, car's and truck's air conditioners can only operate when the truck's engine is running.

For example, in conventional truck design, the truck's factory air conditioning system comprises a compressor, evaporator, and condenser installed as separate components in different parts of the truck. In a sleeper truck the air conditioner uses two evaporators; both include blower fans and heater cores. One is mounted in the cab and the other is located in the bunk.

In a truck utilizing or designed to utilize a system of the present invention (e.g., comprising a plurality of isolated circuits, wherein a first circuit comprises starter batteries, and a second circuit comprises a hybrid battery bank), in some embodiments, the air conditioner compressor is no longer powered by the truck's engine. Instead, the belt driven compressor is replaced with an electric compressor (e.g., located in the cab of the truck). This allows a hybrid circuit of the invention to power the air conditioner when the truck is moving or when the truck's engine is turned off (e.g., for extended periods of time). In some embodiments, the condenser located in front of the radiator is cooled with an electric fan (e.g., powered by the hybrid circuit) instead of the mechanical fan used in a truck with a belt driven compressor. In some embodiments, the condenser is mounted under or on the rear of the cab to allow a shorter FREON run. In some embodiments, the evaporator placement remains the same (e.g., thereby utilizing existing duct work, heater core and blower fan). In some embodiments, in a sleeper truck, a hybrid circuit of the present invention runs a truck bunk's air conditioner when the truck's engine is running and when the truck's engine is turned off. In some embodiments, the truck's mechanical air conditioning compressor runs the air conditioning system in the cab of the truck.

In some embodiments, the present invention provides an air conditioning system providing heretofore unachievable efficiency. For example, in some embodiments, the present invention provides an air conditioning system (e.g., operable for extended periods of time using battery power (e.g., in the absence of engine running) without depleting charge required to start a vehicle (e.g., powered by a hybrid circuit provided by the invention)). For example, in some embodiments, the present invention provides an air conditioning system (e.g., for use in a truck, car, ambulance, bus, or other vehicle) comprising components located within a vehicle (e.g., evaporator and evaporator fan) and components located outside of the vehicle (e.g., components that generate heat (e.g., condenser coil, condenser fan, and compressor)). In some embodiments, a split air conditioning system of the invention (i.e., a system comprising an evaporator and evaporator fan located within the vehicle and a condenser coil, condenser fan, and compressor that are located outside the vehicle) is powered by a hybrid circuit of the present invention. In some embodiments, a split air conditioning system of the invention is powered by a conventional 12V circuit that in general is present in most vehicles presently manufactured. In some embodiments, a split air conditioning system of the invention is the only air conditioning system installed in a vehicle (e.g., eliminating air conditioning redundancies there heretofore exist). In some embodiments, a split air conditioning system of the invention has a Seasonal Energy Efficiency Rating (SEER) of 13 or higher (e.g., a SEER of 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30 or higher). In some embodiments, a split air conditioning system of the invention utilizes a small amount of power (e.g., about 5 amps or less DC power (e.g., about 4.5 amps, about 4 amps, about 3.5 amps, about 3 amps, or about 2.5 amps or less DC power) or about 0.5 amps or less AC power (e.g., 0.45 amps, about 0.4 amps, about 0.35 amps, about 0.3 amps, or about 0.25 amps or less AC power)) while cooling one or more compartments of a vehicle (e.g., a truck cab and/or truck bunk).

In some embodiments, a split air conditioning system of the invention utilizes more than one type of voltage to run its component parts (e.g., the compressor and evaporator fan utilize 120V AC and the condenser fan utilizes 12V DC). Thus, in some embodiments, a system of the invention that utilizes 120V AC may also use shore power. In some embodiments, a split air conditioning system of the invention uses an inverter. In a preferred embodiment, the inverter is a pure sine wave inverter. In some embodiments, the inverter is a 1000 W pure sine wave inverter, although the present invention is not so limited. For example, in some embodiments, a split air conditioning system efficiently utilizes one of a variety of types of inverters (e.g., pure sine wave inverter or a modified sine wave inverter) of a variety of different wattages (e.g., 1000 watt, 1200 watt, 1500 watt, 2000 watt or larger). In another preferred embodiment, a split air conditioning system of the invention does not utilize a modified sine wave inverter. In some embodiments, a split air conditioning system of the invention comprises an inverter comprising a transformer, but does not comprise one or more transformers in addition to the inverter associated transformer. Thus, in some embodiments, a split air conditioning system of the invention does not comprise a transformer separate from an inverter associated transformer. In a preferred embodiment, a split air conditioning system of the invention does not require any voltage changes (e.g., downstream of an inverter) for the operation and/or control of the system (e.g., an air conditioning system of the invention eliminates the need to utilize transformers that generate heat when the transformer(s) converts 120V to another alternating current or direct current through the use of a triad (e.g., a limitation of conventional systems)).

In some embodiments, a split air conditioning system of the invention comprises a compressor circuit, a condenser circuit (e.g., comprising a brushless condenser fan (e.g., a rotary condenser)), and an evaporator circuit, wherein each circuit each independently has a small amperage draw. In some embodiments, the compressor circuit has an amperage draw of about 4.5 amps AC or less. In some embodiments, the condenser circuit has an amperage draw of about 0.25 AC amps or less. In some embodiments, the evaporator circuit has an amperage draw of about 0.32 AC amps or less. Thus, in some embodiments, a split air conditioning system of the invention comprises a compressor circuit, a condenser circuit (e.g., comprising a brushless condenser fan (e.g., a rotary condenser)), and an evaporator circuit, wherein the conditioning system has a total amperage draw of about 5.25 amps AC or less (e.g., 5.2 amps AC, 5.1 amps AC or less) during operation.

The split air conditioning system of the invention comprises an external compressor (e.g., a rotary compressor)/condenser unit (e.g., comprising a 12V DC cooling fan (e.g., enclosed in an enclosure (e.g., an aluminum enclosure))). The split air conditioning system of the invention comprises a condenser fan that pulls air through the condenser (e.g., rather than one that pushes air through the condenser). Experiments conducted during development of embodiments of the invention identified a significant decrease in amperage draw of a condenser fan in a system of the invention that pulled air through (0.25 amps) compared to a condenser fan that pushed air through (2.6 amps), without a decrease in cooling ability. In some embodiments, a scroll type compressor is utilized in a split air conditioning system of the invention. In some embodiments, a split air conditioning unit of the invention utilizes a condenser fan that moves 250 cubic feet of air or more per minute (e.g., 300 cubic feet, 350 cubic feet, 400 cubic feet or more per minute). In a preferred embodiment, a split air conditioning unit of the invention utilizes a condenser fan that moves about 300 cubic feet per minute using only 2.5 amps DC to do so. For example, in some embodiments, a split air conditioning system of the invention utilizes a 2.5 amp DC fan (e.g., a fan manufactured by DCM TEXDYNE Manufacturing, Fort Worth, Tex. (e.g., model no. TA09A)).

The interior portion of a split air conditioning system of the invention contains an evaporator unit comprising an evaporator coil and an evaporator fan. In some embodiments, the evaporator and evaporator fan are located in an enclosure with a condensate drain pan. An evaporator fan utilized and tested herein (e.g., See Table 1) was a dual squirrel cage type blower (e.g., a fan manufactured by DAYTON) e.g., model no. 1TDU8, available from Grainger Industrial Supply, Chicago, Ill. Part No. 1TDU8). The dual squirrel cage blower fans moved cooled air through two discharge grilles without the need for additional ducting (e.g., in contrast to conventional systems that require insulated flexible and/or fixed ducts). It is contemplated similar blowers could be utilized in a system of the invention with similar results. The enclosure can be located in multiple locations. For example, the enclosure can be installed in a truck bunk (e.g., on top of the bunk or in the closet). In some embodiments, location of the evaporator and evaporator fan enhances the ability to remove interior heat load (e.g., in a truck bunk) and plays an important role in decreasing the amount of energy utilized to condition the vehicle interior temperature quickly and efficiently. For example, placement of the evaporator in the interior of the vehicle (e.g., into the room or area that it is cooling) decreases the overall workload of the compressor by decreasing and/or eliminating the route heat travels to be removed from the vehicle's interior. The interior placement of the evaporator eliminates ducting and allows conditioned air (cooled air) to enter the interior at the evaporator. In some embodiments, the present invention provides a method of installing a split air conditioning system that is more efficient and economical than conventional systems in that a significant decrease in installation time is achieved due to the elimination of ducting as well as installing the enclosure in a closet rather than onto the bunk floor. For example, when installing the enclosure into a closet, the closet is removed and the evaporator unit is installed in a shop environment, and once the enclosure is fitted into the closet, the closet containing the evaporator enclosure is reinstalled into the bunk. In some embodiments, if the evaporator unit is installed on top of a closet, a flat screen TV is placed in front of the evaporator unit (e.g., since the evaporator unit is installed into the space a box TV is normally placed). In some embodiments, placement of the evaporator in the interior of a vehicle (e.g., in a closet or on top of closet of a sleeper truck) decreases the amount of energy needed to condition the vehicle's interior (e.g., the bunks interior).

In some embodiments, a split air conditioning system of the invention is utilized with (e.g., installed into a vehicle with) an independent heater core and blower fan for heat applications. In some embodiments, the heater core and/or blower fan(s) are located on the floor of the interior space of the vehicle (e.g., floor of a truck bunk (e.g., under the bed)). In some embodiments, a split air conditioning system of the invention is utilized with (e.g., installed into a vehicle with) a heater (e.g., water heater) described herein.

In some embodiments, a split air conditioning system of the invention uses a simple wiring harness designed without a circuit board. For example, in some embodiments, a system of the invention utilizes a digital display thermostat that eliminates the need to use a circuit board. Eliminating use of a circuit board that is required in conventional systems reduces energy usage (e.g., the absence of a circuit board eliminates the need to use energy consuming and heat generating transformers). For example, in some embodiments, a split air conditioning system of the invention utilizes a battery powered thermostat (e.g., a battery powered, digital, non-mercury, relay thermostat (e.g., that utilizes about 0.5 amp of power or less to signal a connection to be made with a solid state relay (e.g., that is powered with two 1.5 volt AA batteries)). In some embodiments, the thermostat has small relays that close at temperature set points. Thus, in some embodiments, the thermostat is powered independent of other components of a split air conditioning system of the invention (e.g., thereby eliminating the need to produce electricity needed to power the thermostat (e.g., compared to conventional air conditioning systems that run off 120 V power with digital display thermostats that require transformers to create the energy to run the thermostat)). Thus, in some embodiments, because each circuit (e.g., compressor, condenser fan and evaporator fan circuits) of a split air conditioning system of the invention collectively have a small amperage draw, solid state relays are utilized to turn the circuits on and/or off using 12V power that runs to and through the thermostat. In some embodiments, the system comprises wire harnesses that are waterproof and polarized (e.g., configured for plug and play installation).

In some embodiments, a split air conditioning system of the invention is powered by one or a plurality of batteries (e.g., Absorbed Glass Mat (AGM) batteries, other type of battery, or other type of energy storage component). In some embodiments, batteries (e.g., AGM batteries) are mounted on or in an exterior portion of a vehicle (e.g., in an exterior enclosure mounted on the frame rail of a truck or bus, within the engine compartment of a car, etc.). In some embodiments, batteries (e.g., AGM batteries) are mounted within the interior of a vehicle (e.g., are matched to the wall size of a vehicle's interior (e.g., thereby providing a small floor footprint and leaving more space for a vehicle driver's need)). In some embodiments, batteries (e.g., AGM batteries) are mounted in an exterior and interior portion of a vehicle.

In some embodiments, a split air conditioning system of the invention utilizes FREON that is configured specifically to lower compressor head pressure. In some embodiments, the FREON is R134A FREON or similar type of FREON. In some embodiments, a FREON coolant recovery tank is located in an exterior enclosure housing the compressor and condenser fan. The coolant recovery tank transfers returning low temperature FREON to FREON gas on its way to the evaporator coil. In some embodiments, this configuration improves efficiency of the air conditioning system by decreasing the coil temperature (evaporator) in the bunk. For example, a colder evaporator improves the heat load moved from the truck's interior to the truck's exterior.

In some embodiments, the evaporator and evaporator fan located in an enclosure is installed in a day truck/cab (e.g., any truck/vehicle that is used to perform a task in addition to transportation of individuals (e.g., parcel delivery, work trucks, etc.). In some embodiments the enclosure is installed under a passenger seat. In some embodiments, the enclosure is installed in a location that replaces a passenger seat.

In some embodiments, a split air conditioning system of the invention comprises flexible FREON lines running between the condenser and evaporator (e.g., the lines are not copper). In some embodiments, flexible FREON lines permit mounting of system components (e.g., condenser and evaporator) in two different locations on a moving truck (e.g., use of flexible FREON lines permit ease and efficiency of installation (e.g., FREON is installed when the system is built rather than after solid lines are made as in conventional systems) anywhere on a truck)). In some embodiments, flexible FREON lines allow quick connects to be used (e.g., between the condenser and evaporator) and permit the air conditioner to be installed by someone other than an authorized (licensed) air conditioning specialist. In some embodiments, flexible FREON lines allow an air conditioner to be split into multiple components (e.g., permitting heat load (e.g., developed by the air conditioning components) to be placed in an area other than the room being cooled). Thus, in some embodiments, flexible FREON lines lower the work load of the air conditioner system and therefore the energy needed to run it. For example, in conventional systems where flexible FREON lines are not used, air conditioner energy use is increased because the placement of the evaporator and condenser are controlled by the need to keep the solid (e.g., copper) FREON lines safe from being damaged. This generally means that the condenser/and compressor and evaporator are placed together under the bed and/or in the same enclosure. Experiments conducted during development of embodiments of the invention determined that conventional configurations limit the effectiveness of cooling air because conventional systems have work harder to remove the heat of the room that is being conditioned (e.g., because blower fans move air to one or more discharge grilles through ducts and because a compressor produces heat that has to be removed, as well as heat that is in between its location and the room being cooled).

In some embodiments, a split air conditioning system of the invention comprises an aluminum condenser and a 12 V condenser cooling fan. In some embodiments, the condenser is a condenser manufactured by HEATCRAFT, Memphis, Tenn. In preferred embodiments, the condenser unit is located with the compressor in an enclosure mounted on the frame rail of the truck (e.g., thereby eliminating the heat load of the condenser on the interior on the truck). The condenser is located in an enclosure that draws air via a condenser fan across the condenser coil and over the compressor as it operates. In preferred embodiments, the condenser fan is turned on automatically whenever the compressor is on (e.g., to keep the temperature of the condenser and compressor at the lowest possible level).

In some embodiments, a split air conditioning system of the invention comprises oversized evaporator and condenser coils (e.g., compared to coils of conventional systems that are smaller due to cost concerns). In some embodiments, an oversized condenser coil allows for greater heat transfer and serves as a reservoir for FREON. Over sizing the condenser coil in general is not done in conventional systems because the cost to manufacture condenser coils is high due to the labor involved and the expense of materials used in manufacture. However, as provided herein, in preferred embodiments of the invention, an increased manufacture cost associated with larger coils translates into increased efficiency that produces a quick recovery of costs and substantial cost savings of using a system with larger evaporator and condenser coils compared to conventional systems. Thus, the present invention provides significant advantages and benefits not achievable with convention systems with regard to FREON flow, coil fin surface area, air flow over coil fin surface, and speed of air flow over coil fin surface (e.g., that determine the ability to move heat from the evaporator to the condenser).

Thus, in contrast to convention systems that have been developed with an eye toward the cost of coil materials playing a major factor in determining the size of condenser and evaporator coils (e.g., because most systems are designed with a coil fin surface the same size as the BTU potential of the air conditioners compressor (e.g., conventional systems use the minimum size for the condenser and evaporator coils to keep material costs down)), coils of a system of the present invention provide significant energy efficiencies when used in combination with other components of a system of the invention that heretofore have not been available (e.g., the size of the coil translates into a greater heat transfer and cooling capability when used in combination with other components of a system (e.g., that use less energy than conventional systems) of the invention).

In some embodiments, a split air conditioning system of the invention comprises a relay box (e.g., instead of a circuit board found in conventional systems). In some embodiments, use of a relay box eliminates the need to change voltages from 120 volt to some other voltages (e.g., via the use of one or more transformers) and the heat generation associated with such changes. For example, conventional air conditioners run with 120 volt power but a thermostat that generally has a digital display powered at a much lower voltage requiring the 120V power to be converted into lower power with the use of heat producing transformers. The transformers needed to produce this power presents several problems including heat being produced that has to be taken away, and the fact that modified sine wave inverters have a difficult time sending power through these transformers (e.g., causing the transformer to produce even more heat and causes the voltage change to be unstable and/or something other than is needed). Thus, in some embodiments, a system of the invention utilizes a relay box that controls all components of a split air conditioner (e.g., fans and motors) without producing waste heat. Thus, in some embodiments, an air conditioning system of the invention utilizes a series of solid state relays (instead of a circuit board) to turn on/off air conditioning compressor, condenser fan, and/or evaporator fan (e.g., thereby eliminating the need to use a transformer to create the voltages necessary to run the thermostat or fans).

In some embodiments, a split air conditioning system of the invention comprises a FREON temperature recovery system (e.g., comprising a suction accumulator). In some embodiments, the suction accumulator is a suction accumulator manufactured by Refrigeration Research, Brighton, Mich. (e.g., Model No. HXM 3701). In some embodiments, the suction accumulator is a FREON heat recovery component. For example, an air conditioning compressor is designed to compress vapor only. A suction accumulator prevents compressor damage from a sudden surge of liquid refrigerant and oil that could enter the compressor from the suction line. The suction accumulator serves as a temporary reservoir for this mixture, designed to meter both the liquid refrigerant and oil back to the compressor at an acceptable rate. This prevents damage to the reed valves, pistons, rods, and crankshafts. Thus, in some embodiments, a split air conditioning system of the invention utilizes a suction accumulator that is also a heat recovery system. In some embodiments, the suction accumulator recovers the cold temperature the FREON carries on its way to the condenser. This is done by sending the returning FREON through the same tank as the FREON that is traveling to the evaporator. This tank serves as a suction accumulator and a coolant heat recovery system.

In some embodiments, the suction accumulator also serves as a reservoir for FREON. This allows the system to be overcharged with FREON with the excess residing in the suction accumulator. Experiments conducted during development of embodiments of the invention identified that the FREON temperature recovery tank (suction accumulator) lowered the temperature of the air coming out of the evaporator (e.g., by about 4 degrees). For example, with a split air conditioning system of the present invention (e.g., comprising a compressor, condenser, and evaporator) there was a 15 to 18 degree differential of air temperature between the air entering and leaving the evaporator coil. However, with a split air conditioning system of the present invention that comprised a suction accumulator/FREON temperature recovery tank the air leaving the evaporator was 19 to 22 degrees cooler than the air entering the evaporator coil. Thus, in some embodiments, a split air condition system of the invention comprises a FREON temperature recovery system (e.g., providing a significant benefit in that a room can be brought to temperature quicker since colder air is replacing warmer air thereby decreasing compressor run time and energy needed to run the compressor). Moreover, the additional benefit of colder air comes with no increase in energy usage since cold FREON (returning from evaporator) is used for the temperature drop in evaporator air temperature output.

In some embodiments, components of a split air conditioning system of the invention are utilized with a heater and/or heating unit (e.g., a water heater described herein (e.g., that is powered by a hybrid battery circuit of the invention)). For example, in some embodiments, components of a split air conditioning system of the invention are integrated with a diesel fuel water heater (e.g., that provides heat to vehicle engine and interior portions of the vehicle (e.g., truck cab and/or bunk)). Thus, as described herein, hybrid battery power is utilized as an engine block heater thereby eliminating a need to plug a vehicle's engine block heater into 120V electricity (e.g., a heater and/or air conditioner of the invention can be utilized in any condition).

Thus, the present invention provides a split air conditioning system for use in a vehicle that provides energy efficiency (e.g., without a decrease in cooling capability) that heretofore has not been achievable (e.g., with conventional air conditioning systems (e.g., conventional air conditioning systems that fail to remove the heat load of a compressor from the interior of the vehicle (e.g., that fail to locate the condenser in an exterior portion)) and/or that fail to place the evaporator within the interior of the vehicle (e.g., systems manufactured by DOMETIC).

For example, in head-to-head tests using a split system of the present invention compared to two different conventional systems (the DOMETIC 7000 BTU system and the DOMETIC 10000 BTU system), a split air conditioning system of the invention providing 10000 BTU of cooling capacity (e.g., an air conditioning system of the invention comprising interior components: an evaporator unit (e.g., comprising an evaporator coil and dual squirrel cage blower (e.g., manufactured by DCM TEXDYNE Manufacturing, Fort Worth, Tex. (e.g., model no. 1TDU8, available from Grainger Industrial Supply, Chicago, Ill. Part No. 1TDU8) located in an aluminum enclosure comprising a condensate drain pan; thermostat (e.g., Braeburn Systems, Montgomery, Ill., Model No. 100NL); polarized plug and play electrical components; flexible FREON lines (ATCO, Ferris, Tex., AIR O CRIMP A/C HOSE 3800 J2064); and FREON (R-134A refrigerant); and exterior components: condenser (aluminum condenser from HEATCRAFT, Memphis, Tenn. and a 12 V condenser cooling fan DCM TEXDYNE Model No. TA09A 2004 with a 2.5 Amp DC draw); 120V rotary compressor (HIGHLY sD122 SW-H3AG LRA37 or TECUMSEH, Ann Arbor, Mich., RG131-AR-002A6); and suction accumulator (Refrigeration Research, Brighton, Mich., Model No. HXM 3701)) drew only 3.8 amps AC whereas the DOMETIC 7000 BTU system drew 7.3 amps AC and the DOMETIC 10000 BTU system drew 11.8 amps AC. Thus, as shown in Table 1 below, calculating the efficiency of each system revealed that a split system of the invention provide heretofore unachievable efficiencies and cooling capabilities.

TABLE 1 SEER data generated for air conditioning systems tested. SYSTEM Watts per hour SEER DOMETIC 7000 BTU  7.3 Amps × 120 V = 876 watts  7000 BTU/876 watts = 7.99 DOMETIC 11.8 Amps × 120 V = 1416 watts 10000 BTU/1416 watts = 7.06 10000 BTU Split air conditioning  3.8 Amps × 120 V = 456 watts  10000 BTU/456 watts = 21.9  system of invention

Thus, in some embodiments, the present invention provides a split air conditioning system that is significantly more efficient than conventional systems (e.g., translating into a system that is able to run for longer periods of time and/or that is powered by fewer batteries than conventional systems). Moreover, the split air conditioning system of the invention produced conditioned air (cooled air) that was on average 2.2 degrees cooler than the DOMETIC 7000 BTU system. Each of the systems described in Table 1 were tested to determine how long the system would run with 100% compressor activity using power from a single group 31 12V battery. While the DOMETIC 7000 BTU system ran for about 90 minutes and the DOMTIC 10000 BTU system ran for about 40 minutes before depleting the usable charge of the battery, the split air conditioning system of the invention ran for more than 140 minutes before depleting the usable charge of the battery. It was further determined how many batteries were required for a 10 hour run time of each system. In this experiment, compressor run time was not 100% as before, but rather 80% for the DOMETIC 7000BTU system and 70% for both the DOMETIC 10000 system and the 10000BTU split air conditioning system of the invention (e.g., more accurately reflecting the amount of time the compressor would need to run to produce equivalent cooling capability). For a 10 hour run time, at least five 12V group 31 batteries were required for the DOMETIC 7000 BTU system and more than 8 batteries were required for the DOMETIC 10000 BTU system. However, only two batteries were required for the 10000 BTU split air conditioning system of the invention. Thus, the present invention provides a system that is significantly more efficient and that is significantly lighter than conventional air conditioning systems (e.g., due to a need for fewer batteries to power a split air conditioning system of the invention).

In some embodiments, a split air conditioning system of the invention is sized to match a specific application (e.g., a specific sized vehicle (e.g., comprising split air conditioner components but with a smaller battery bank and/or inverter that is sized to match a particular usage). For example, in some embodiments, a split air conditioning system of the invention is sized according to the run time needed for its particular application. In some embodiments, a split air conditioning system of the invention is powered using a battery bank sized to the need of the driver (e.g., a day truck/cab that makes many stops throughout peak heat hours of a day for package delivery compared to a sleeper truck that generally makes one long stop for overnight rest during the least hot hours of the day). In some embodiments, a split air conditioning system of the invention can be customized to meet a specific need of a driver by decreasing the size and/or quality of the inverter used to convert DC power to AC power (e.g., using an inverter that does or does not have a shore power option) and/or the size and/or quality of a battery separator (e.g., a smaller battery bank can utilize a smaller battery separator).

In some embodiments, a split air conditioning system of the invention utilizes a condenser fan that runs whenever the compressor is on. This is in contrast to conventional condenser fans that run only at times when condenser pressure is up to a certain level. Experiments conducted during development of embodiments of the invention identified that waiting until the compressor has developed a certain pressure level does not assist room cooling. In fact, the amount of energy used to run a compressor increases whenever the condenser fan is not running Thus, the present invention provides a system the utilizes less energy by using a condenser fan that runs whenever the compressor is on regardless of condenser pressure.

In some embodiments, a split air conditioning system of the invention is ductless. Thus, a system of the invention eliminates the space between the evaporator and the heat load. The absence of ducting allows a colder air temperature to enter the space being conditioned and eliminates the work load involved in moving the interior heat to the exterior (e.g., to the condenser and condenser fan). In some embodiments, a split air conditioning system provided herein uses a battery operated temperature display (e.g., that is not operated using the energy or voltage air conditioning system).

In some embodiments, the present invention provides a vehicle comprising a hybrid circuit (e.g., comprising a hybrid battery bank that is separate from and charged separately from a conventional 12V circuit comprising starter batteries utilized to start a vehicle) and a split air conditioning system comprising an evaporator and evaporator fan located within the vehicle and a condenser coil, condenser fan, and compressor that are located outside the vehicle. In some embodiments, the vehicle is a truck. In some embodiments, a split air conditioning system of the invention is installed in and/or on a truck in two different areas (e.g., the exterior portion is mounted on the truck's frame rail (e.g., in an enclosure) and the interior portion is placed, in a sleeper portion (e.g., in a closet) or under a passenger seat or passenger seat area of a day cab truck). In some embodiments, the condenser fan is located in the same exterior enclosure as the compressor (e.g., thereby increasing compressor efficiency). For example, mounting of the compressor on a vehicle's (e.g., truck's) exterior removes the heat load generated by the compressor from the interior of the vehicle that is being cooled. In some embodiments, the exterior components are mounted onto the frame rail such that the mounting utilizes less than 24 inches of space (e.g., 18 inches, 12 inches or less). In a preferred embodiment, the exterior components are mounted onto the frame rail such that the mounting utilizes less than 12 inches of frame rail space.

The present invention also provides methods of using a hybrid system described herein. For example, a truck comprising a cab and a sleeper may utilize a system of the present invention. Thus, the truck will comprise at least two independent circuits, each comprising separate batteries (e.g., that both receive power from a single multi-output alternator (e.g., comprising at least two separate and isolated circuits and two voltages)). For example, in some embodiments the truck's driving voltage is 12 volt and hybrid storage storage battery bank is 24 volt. In some embodiments, a driver starts the truck using energy from truck's 12 volt battery bank to turn over engine with starter motor. With the truck's engine running, the 12 volt portion (e.g., half) of the alternator replaces the energy needed to start the truck. The 12 volt portion of the alternator and the 12 volt circuit runs the devices connected to the 12 volt circuit including devices for engine monitoring, headlights, wipers, radio, fans, defrosters, and such. At the same time, another portion of the alternator produces 24 volt power regulated by its own regulator (e.g., 24 volt regulator). The 24 volt power is sent via the 24 volt circuit (e.g., isolated from the 12 volt circuit) to a battery bank wired for 24 volt. During the time that the engine is running the 24 volt (hybrid) second circuit supplies power to the battery bank that is used for air conditioning or heat or other devices and/or components connected to the hybrid circuit (e.g., used during engine shut down periods). Thus, the present invention provides a method of separating and/or isolating energy from a multi-output alternator (e.g., 100% of the energy from the hybrid circuit is sent and controlled by an independent circuit (e.g., thereby permitting specific and calibrated voltage and amperage use within the hybrid circuit (e.g., thereby increasing the energy available in the hybrid circuit and allowing longer run times for devices connected to the circuit))). In some embodiments, the hybrid circuit uses cables 50% in weight and size compared to the 12 volt circuit thereby allowing more battery storage without adding weight to the system. When the engine is shut off the truck's 12 volt circuit can be used to maintain engine memory computer circuits, but serves no part in providing energy to components connected to the hybrid circuit. When the truck's engine is shut down a driver may proceed to the bunk part of the truck. This area is controlled (electrically) using hybrid circuit battery power (e.g., to directly run components/devices connected to the circuit (e.g., 24 volt fuel fired heaters, a DC to AC inverter (e.g., that converts 24V DC to 120 volt AC power (e.g., used by other components/devices))). The voltage of the hybrid batteries may have a starting charge as high as 28 volts during this time period. The inverter converts DC power to AC until the batteries reach 21 volts. The driver uses the hybrid, 24 volt power for all needs associated with the shut down period. This method insures that the truck will start (e.g., the 12V batteries are not depleted) and also takes away the need for the driver to run his/her engine.

In some embodiments, the present invention provides a system comprising a plurality of charge circuits, wherein the plurality of circuits receive energy from a single, multi-output alternator wherein the alternator provides a first type of energy (e.g., 12V DC energy) to a first circuit of the plurality of circuits, and a second type of energy (e.g., 24V DC energy) to a second circuit of the plurality of circuits, wherein the second circuit (e.g., hybrid circuit) comprises an electric heater, a fuel fired air heater, and/or a fuel fired water heater. In some embodiments, a system of the present invention is configured to utilize electric heat only when plugged into shore power or when a secondary power source is available (e.g., a running refrigerated trailer: Reefer Link System). In some embodiments, when an air heater is used, a system of the present invention is configured to allow the air heater to run until batteries present within the hybrid circuit battery bank reach 10 volts. Testing conducted during development of embodiments of the present invention has shown an air heater powered by a hybrid circuit of a system of the present invention to be over 125 hours using only two AGM batteries present within the hybrid circuit. Although a mechanism is not necessary to practice the present invention, and the present invention is not limited to any particular mechanism, in some embodiments, the long run time occurs when using the second circuit because the batteries are separated from the truck's 12 volt circuit. For example, instead of the truck's 12 volt circuitry shutting down the heater when the voltage reached 12.1 volts, the performance of the isolated hybrid circuit is not compromised by the performance of the 12V circuit.

Similarly, a water heater (e.g., WEBASTO water heater (e.g., model no. TL-17) or ESPAR water heater (e.g., model no. D-10)) run with a hybrid circuit of a system of the present invention is not negatively impacted by limitations of a 12V circuit. Indeed, as described above, the run time of a water heater powered by a hybrid circuit is about 55 to 60 hours using the hybrid circuit compared to just 2 to 4 hours when constrained by the power limitations of a 12V circuit. Moreover, water heater manufacturers (e.g., WEBASTO and ESPAR) recommend not using the water heater with a standard truck battery circuit for more than 2 hours because the heater will deplete the trucks batteries and the truck will not start.

Thus, the present invention provides a hybrid circuit (e.g., comprising AGM batteries) that provides electrical energy to heating components of a system described herein for extended periods of time during engine off periods (e.g., that heretofore would have resulted in the inability of starter batteries to start the vehicle). The present invention is not limited by the location of the components of a hybrid heater system described herein. In some embodiments, a water heater is mounted below the bunk rather than being engine mounted (e.g., because AGM batteries are non-toxic, the batteries and the water heater together can be located within the cab and/or bunk portion of the truck). Thus, the water heater, in some embodiments, is plumbed into the cab's and/or bunk's existing water circuit (e.g., the water heater can heat the cab's and/or bunk's heater core first, and then the heated coolant be pumped into the engine block (e.g., to keep the engine heated during extended engine off periods)). In some embodiments, the present invention utilizes water heaters that are approved by an administrative committee and/or board (e.g., the California Air Resource Board (e.g., including, but not limited to, HYDRONIC 5 coolant heater, AIRTRONIC D2 bunk heater (manufactured by ESPAR, ESPAR Heater Systems, Mississauga, Ontario), or other heater).

In some embodiments, a reefer link system (e.g., described in U.S. Pat. No. 7,151,326) is a source of electricity for the hybrid circuit (e.g., such that engine power is not needed for the system) that provides power to a water heater system described herein.

Components of a hybrid energy system utilized to provide heat to a vehicle (e.g., the interior compartment of the vehicle, the engine of the vehicle, and/or to the gas lines of a vehicle) can be retro-fitted into existing vehicles (e.g., including, but not limited to, trucks (e.g., over-the-road trucks, day trucks, construction trucks, etc.), buses (e.g., city buses, school buses, touring buses, etc.), cars, boats, and other vehicles). In some embodiments, components used to retro-fit a vehicle include a water heater (e.g., with built in pump (e.g., a diesel fired water heater)), a battery separator and/or an isolated hybrid circuit described herein (e.g., powered by a dual output alternator, a reefer link engine, or other energy source capable of powering a circuit that is separate from the vehicle's 12 volt starter battery circuit), battery cable and/or wiring harness for one or more switches, and one or more switching mechanisms (e.g., that regulate routing of power in the vehicle (e.g., a manually activated switch or automatically activated switch (e.g., mechanical switch, electrical switch (e.g., relays, including continuous duty relays). Switching mechanisms may be located in the cab of the truck or elsewhere. The switching mechanism may be a remote switch that enable an operator to activate the switching mechanism from another location (e.g., the cab of a truck, the front seat of a bus, or other location). The switch may be a toggle or other type of switch with an on and off position. The one or more switches may be mounted on a switch panel located within reach of a vehicle operator (e.g., on the dashboard of the vehicle). In some embodiments, an automatically activated switch is activated whenever a vehicle's engine is running (e.g., such that the hybrid circuit is closed when the engine is running (e.g., thereby enabling a circuit comprising the vehicle's starter batteries to charge hybrid battery bank (e.g., AGM batteries) when the vehicle's engine is running)).

Thus, in some embodiments, the hybrid water heater system uses battery power from a hybrid battery bank (e.g., that is separate from the 12 volt starter battery circuit (e.g., separated via a battery separator, an isolated hybrid circuit, etc.)) to run the pump portion of the water heater. This energy is developed and saved when the engine is running and is recovered and/or used when the engine is turned off. Thus, the energy used is independent of the vehicle starting batteries and the pump and heater run time is matched to the batteries running the heater and pump (e.g., the system is run utilizing battery power down to a voltage significantly lower than the voltage required to start the engine (e.g., 10 volts)). The water heater with pump creates heat using a small amount of diesel fuel (e.g., a heater that uses a maximum of about 8 ounces per hour).

Thus, in some embodiments, because a water heater can be run for extended periods of time using a system of the present invention, the present invention provides a vehicle configuration in which the only heat system present in the vehicle (e.g., truck) is the water heater (e.g., when run for extended periods of time using a system of the present invention, a water heater sends heat to all parts of the vehicle (e.g., a truck, including the engine, cab heater core, bunk heater core, and fuel tanks if heater cores are installed in the tanks)) Thus, in some embodiments, a water heater becomes a part of a vehicle's water circuit and replaces and/or supplements the vehicle's engine heat with heat it produces and provides this heat to heater cores where it is available to heat the interior of the vehicle (e.g., cab, bunk, passenger space, etc.). In some embodiments, a system of the present invention comprising a water heater is utilized in a vehicle (e.g., truck, bus, car, boat, etc.) to replace the need to run the vehicles's engine to provide interior heat.

Biofuel is broadly defined as solid, liquid, or gas fuel created by biological material, most commonly plants. In theory, biofuel can be produced from any biological carbon source (e.g., photosynthetic plants that capture solar energy). Many different plants and plant-derived materials are used for biofuel manufacture.

However, one obstacle inhibiting implementation of biofuel usage is the fact that many different types of biofuels suffer low flow rates as the temperature lowers. A drop in temperature lowers fuel flow rate to a point where biofuels can no longer be used to run engines. For example, one type of biofuel, biodiesel, starts to gel at lower temperatures. The cloud point, or temperature at which biodiesel starts to gel varies and depends upon factors such as the percent blend of biodiesel and petroleum diesel, mix of esters and feedstock oil used to produce the biodiesel. For example, biodiesel produced from low erucic acid varieties of canola seed (RME) starts to gel at approximately −10° C. (14° F.). Biodiesel produced from tallow tends to gel at around +16° C. (68° F.). There exist a very limited number of products that significantly lower the gel point of biodiesel. Thus, to date, users have had to optimize the contents of the biodiesel depending upon the environment in which the engine or vehicle is operating. For example, some users of biodiesel have made winter operation possible with biodiesel blended with other fuel oils including #2 low sulfur diesel fuel and #1 diesel/kerosene. The exact blend depends on the operating environment. Alternatively, users have attempted to solve biofuel gelling issues by heating the fuel tank and/or fuel lines to a temperature high enough to keep the biofuels from gelling and at a sufficient flow rate from fuel tank to engine for operation. However, to date, in order to heat the fuel tanks and/or fuel lines, users have had to run a vehicle's engine in order to operate/run the fuel tank heating systems.

The present invention addresses problems faced with utilization of biofuels as an alternative energy source for powering engines and/or vehicles. For example, in some embodiments, the present invention provides systems and methods for heating fuel tanks and/or fuel lines (e.g., for extended periods of time (e.g., while a vehicle engine is not running)). In some embodiments, the present invention provides systems and methods that enable use of alternative energy sources (e.g., biofuels) for powering engines and vehicles configured to run and/or operate using alternative energy sources. The present invention enables use of a variety of biofuels including, but not limited to, biofuels made from sugars and starches (e.g., bioalcohol), vegetable oil, animal fats (e.g., biodiesel), waste biomass, wheat, corn, algae, other first, second or third generation biofuels, and/or other fuels in development or yet to be discovered that suffer from similar types of gelling issues experienced at low temperatures.

As described herein, in some embodiments, the present invention provides a system comprising a hybrid energy circuit (e.g., within a vehicle) that powers a water heater (e.g., an engine coolant heater and/or pump (e.g., an electric heater and/or pump)) without affecting the starting circuit (e.g., that allows a water heater to be powered for extended periods of time in the absence of running the vehicle engine and without the risk of depleting the charge of the vehicle's starting batteries). This configuration allows the electric heater and/or pump to draw energy from energy storage components within the hybrid circuit (e.g., AGM batteries (e.g., down to 10 volts)). A system comprising an engine coolant heater and/or pump permits maintenance of the interior temperature of a vehicle via using the heated coolant (engine block) and coolant circuit (coolant lines and heater core) when the engine is not running. Thus, in some embodiments, the present invention provides a system that provides heat to the vehicle via pumping and/or moving coolant (e.g., heated coolant) throughout the coolant circuit. In some embodiments, when the temperature of the coolant reaches a specified temperature (e.g., about 120° F.), the engine coolant heater is configured to run (e.g., drawing power from the hybrid circuit) and to heat the coolant to a specified temperature (e.g., about 160° F.). The energy to operate the pump and heater is stored in a hybrid battery bank and is not connected (e.g., is separated via a battery separator and/or is present in an isolated hybrid circuit) to the vehicle starting batteries. Thus, the present invention eliminates the need to run the engine to produce interior and/or engine heat. The energy used for heat at the beginning of the system's usage is renewable as is the battery power used to move the coolant through the lines to the heater cores. The fans moving the heat from the heater core to the vehicle interior can also be configured to run using hybrid renewable energy of the hybrid circuit. In some embodiments, a timer is utilized to activate the heater and/or pump (e.g., thereby eliminating a need to use an electric heating element located inside an engine block).

Thus, in some embodiments, systems and methods of the present invention comprising an independent or isolated hybrid circuit that powers an engine coolant heater and/or pump are utilized in engines and/or vehicles configured to utilize biofuel. For example, in some embodiments, systems and methods of the present invention are utilized with (e.g., provide energy to (e.g., from a bank of hybrid energy batteries (e.g., existing in a hybrid circuit of a plurality of circuits, and/or separated from the vehicle's 12 volt starter batteries via a battery separator))) fuel tank heaters and/or fuel line heaters (e.g., to provide electrical power to the heaters while an engine (e.g., vehicle engine) is not running) For example, systems and methods of the present invention can be utilized with fuel tank heaters and/or fuel line heaters currently available (e.g., a fuel tank and/or fuel line heater manufactured by ARCTIC FOX, Delano, Minn.; RACOR, PARKER HANNIFIN, Corporation, Cleveland, Ohio, HEATEC, Inc., Chattanooga, Tenn.), and/or those in development or yet to be developed (e.g., that are optimized to work with the systems and methods of the present invention). Thus, in some embodiments, a hybrid circuit of the invention is utilized to provide power to run a water pump, ignite biodiesel, heat biodiesel (e.g., to heat the biodiesel to start the heater using heat strips), and to pump the biodiesel.

Systems and methods of the present invention are useful with any fuel heater system that utilizes electricity as a power source. For example, devices and methods for heating fuel lines that utilize a resistance heater strip or cord placed inside the fuel line benefit from the present invention. However, as described herein, the present invention provides alternative methods and systems (e.g., using radiant heat from a heated coolant line) for heating fuel lines and tanks that avoid placement of electrical cords within the fuel lines (e.g., thereby eliminating risks associated with such a configuration).

For example, in some embodiments, the present invention provides that if the outside temperature is at or below the cloud point of biofuel (e.g., around 22 to 32° F.), the fuel line is heated between the water heater and fuel filter. In some embodiments, a fuel filter utilized in a system of the present invention comprises a reserve fuel supply (e.g. a 10, 20, 30, or more minute reserve fuel supply (e.g. 2, 3, 4 or more ounces) for the water heater). When the water heater is turned on, the fuel line and reserve fuel are heated with hybrid battery power (e.g., with about 50 to 200 watts of DC electric heat strip power). In some embodiments, the heat strip is wrapped around the fuel supply and fuel filter reservoir. In some embodiments, the distance between the fuel reservoir and the water heater is short (e.g., less than 12 inches), thereby providing a short distance to heat equating to faster heating rates (e.g., fuel is heated to a free-flow temperature in less than a minute, less than 45 seconds, less than 30 seconds, or quicker regardless of exterior temperature).

The heated fuel line can be housed within an enclosure that also contains one or more waterlines. The water lines can be constructed of flexible hose. In some embodiments, the one or more flexible hoses and the fuel line with exterior DC heat strip are housed within a flexible, insulated enclosure configured to retain the heat of the liquid (engine coolant) carried in the coolant lines. Thus, heat developed either from a running engine block or water heater can be used to maintain the temperature of the fuel line thereby enabling an uninterrupted fuel supply for the water heater and/or engine (e.g., diesel engine).

When the water heater receives the fuel from the heated fuel line it ignites and begins pumping engine coolant throughout the water circuit. The water circuit includes the engine, fuel tank, and heater cores. As the heated coolant passes through the contained, insulated fuel and water lines, the heat contained in the heated coolant radiates to the fuel line housed within the same enclosure. Once the heated moving coolant reaches the fuel tank the fuel supply for the engine will also be heated.

The heated fuel and water lines housed within the enclosure travel to the engine. On the way to the engine the fuel lines (e.g., a fuel line to the engine and return fuel line traveling to the fuel tank) are heated with the passing heated coolant lines. The heated coolant circuit travels throughout the engine block and returns to the water heater and the process of heating and traveling of the coolant repeats.

Thus, in some embodiments, the present invention provides advantages over existing fuel tank and fuel line heaters. Systems and methods of the present invention do not heat engine fuel directly (e.g., with a strip heater) but rather via radiant heat. Furthermore, systems and methods of the present invention do not require a 120 volt power supply for a strip heater because only the short distance between a fuel reserve (e.g., that is part of the fuel filter) and the coolant heater and pump is heated with the hybrid system. Thus, the present invention is able to utilize engine heat and/or heat from a coolant heater to provide heat to fuel lines, engine block and/or fuel tanks via water lines running between these components (e.g., the engine, fuel tank and/or water/coolant heater).

Thus, in some embodiments, the present invention provides that fuel and coolant/water lines be routed together (e.g., in a sleeve) throughout a vehicle in order to provide heat from the coolant lines to the fuel line (e.g., thereby maintaining the temperature of the fuel (e.g., biofuel) at a desired level to prevent gelling). In some embodiments, the fuel and coolant lines are run into and/or out of a housing/manifold at a point where the lines come together (e.g., on or near the fuel tank, the engine, or other location). Fuel and coolant lines run in a housing (e.g., a radiant heated coolant and fuel line enclosure and/or manifold) utilize engine heat (e.g., generated during engine running and/or generated and/or maintained utilizing an engine coolant heater and pump system) to maintain fuel temperature (e.g., at a desired temperature (e.g., above 20° F., 30° F., 40° F., 50° F., 60° F., or other temperature (e.g., thereby maintaining biofuel flow rates needed to operate an engine using biofuel))).

In some embodiments, one or more manifolds/housings are utilized to house and/or act as a conduit through which fuel and water hoses/lines run (e.g., between the engine, fuel tank, and/or water heater). The manifolds/housings can thus serve as a connection point, a control point and/or service point for the lines (e.g., the manifolds may comprise water and/or fuel valves). For example, in some embodiments, a manifold is located at or near the fuel tank, at or near the engine and/or at or near the water heater (e.g., the manifolds at these locations can be configured in a similar or dissimilar manner (e.g., with or without valves). In some embodiments, a manifold located at or near the fuel tank comprises connections for fuel to engine; fuel from engine; fuel to water heater (without a fuel return for water heater); water to engine; water from engine; water to water heater; and/or water from water heater. The manifold located at or near the fuel tank can be used without the water heater by inserting plugs or shut off valves in the openings for circuit. This manifold may also comprise service valves (e.g., on/off valves) and a water/air bleed valve or port. In some embodiments, a manifold located at or near the engine comprises connections for fuel to engine; fuel from engine; water to engine; and/or water from engine.

In some embodiments, the manifolds are self-heated (e.g., with heated engine coolant or via heating means present therein (e.g., electric heating elements)) and are insulated with an insulating material (e.g., applied with a spray technique, dipping technique, constructed with insulating material, etc.). Manifolds can also serve as a connection point for one or more heater cores located in the vehicle (e.g., cab or bunk of truck, occupant space of bus, etc.). Thus, use of a manifold in this way eliminates the need to run heated fuel lines to the heater cores. For example, instead of a water circuit that is configured to make a complete loop: from engine heater core, to fuel tank, to heater core, and return to engine, with fuel lines configured along the same route, systems and methods of the present invention that utilize a manifold and/or housing as part of the water/fuel circuit enables the heater cores to be separated from the fuel lines while at the same time providing adequate heat to the fuel lines (e.g., to prevent biofuel gelling).

The present invention is not limited by the type of enclosure utilized for fuel and coolant lines. In some embodiments, the fuel and coolant lines are run in a sleeve (e.g., in parallel, braided, or other type of configuration) throughout the vehicle (e.g., passing through one or more heater cores 11 (e.g., as shown in FIGS. 1 and 2)). The present invention is not limited by the type of material utilized in a sleeve 50. Indeed, a variety of materials can be used for a sleeve (e.g., in an inner wall of the sleeve and/or for an outer layer), including, but not limited to, neoprene, neoprene impregnated polyester fabric (e.g., single layer, double-ply, triple-ply, or thicker), fiberglass (e.g., long strand fiberglass insulation (e.g., for use in an inner wall component of the sleeve)); plastic, rubber, or other type of composite material (e.g., PVC); silicone coated woven fiberglass fabric hose with a spring steel wire helix; neoprene impregnated polyester fabric hose reinforced with a spring steel wire helix; low temperature FRPVC; flame retardant thermoplastic elastomer; flame retardant urethane; silicone coated fiber-glass; and/or woven polyesters (e.g., that are flexible and flame retardant).

In some embodiments, the sleeve 50 is a heated sleeve comprising heating elements (e.g., electronically heated utilizing electricity drawn from a hybrid circuit when a vehicle is not running) In some embodiments, fuel lines and coolant lines 35 enter and/or exit a housing/manifold 40 (e.g., as shown in FIG. 2) through which heat from the coolant line is transferred (e.g., radiantly) to the fuel line (e.g., throughout one or more manifolds/housings 40 located between the engine and fuel tank). In some embodiments, heat conductive, retentive and/or insulating material (e.g., metal) is present within the manifold to assist in heat transfer. In some embodiments, one, two, three, four, five, or more manifolds 40 are located throughout the fuel-coolant system (e.g., in order to maximize heat transfer from coolant line to fuel line). In some embodiments, a heat exchange manifold 40 is located at a heater core 11, the fuel tank 19, the engine block 13, and/or the engine coolant heater and pump system 10 (e.g., shown in FIGS. 1 and 2). The present invention is not limited by the configuration of fuel and coolant lines entering and/or leaving a manifold/housing 40.

Thus, in some embodiments, when the engine is not running, fuel is not flowing to the engine and fuel is not flowing to the fuel tank from the engine, however, water is pumped to the engine from the water heater (built in pump) when the pump is turned on. When the water heater is not on and the engine is not running, the short distance between the water heater and fuel filter is heated (e.g., using hybrid electrical energy) and the heated coolant is pumped throughout the system as decribed herein. Of course, if the engine had been running the fuel and water line enclosure are at a high temperature after the engine is turned off. Thus, in some embodiments, under these circumstance, only the pump is turned on to pump the heated coolant throughout the system. At a later point (e.g., at a timed point set by a timer, or at a point at which a sensor (e.g., thermometer) identifies a set point (e.g., a specific temperature of the coolant (e.g., 140° F.)), the water heater is turned on to maintain the heat present in the lines. Thus, a hybrid system of the present invention (e.g., via electrical energy of a hybrid battery bank) eliminates the current need to idle an engine to pump heated coolant.

In some embodiments, the present invention provides a biofuel-ready heated fuel system as shown in FIGS. 1 and 2. The fuel system comprises an engine 13, alternator 14, engine batteries 17 (e.g., 12V batteries), battery separator 18, hybrid battery bank 15 (e.g., AGM batteries), one or more heating cores 11, and a coolant/water heater and pump system 10.

In contrast to systems currently available (e.g., available from ARTIC FOX, Delano, Minn.), a system of the present invention, in some embodiments, utilizes a plurality of charged circuits, wherein a hybrid circuit of the plurality of circuits provides power to the coolant/water heater and pump system 10 during engine off periods (See, e.g., FIG. 1). For example, in some embodiments a hybrid battery 15 is added to the trucks 12 volt circuit 17 and separated via a battery separator 18 (e.g., creating an isolatable hybrid circuit (e.g., that powers components of a coolant heater and pump system 10 and/or other components)). In some embodiments, a vehicle is configured with a plurality of charged circuits (e.g., charged from an alternator 14 capable of producing a plurality of charges (e.g., a dual output alternator)) wherein one of the circuits exists as a hybrid circuit as described herein that provides electricity to components of a coolant heater and pump system 10, a fuel tank heater 16, a fuel line heater, and/or other components. The coolant is pumped through one or a plurality of heat cores 11 and into the engine block 13 (e.g., where the coolant may also be heated via heat generated from the engine during running conditions). An alternator 14 attached to the engine produces power (e.g., two or more different types of power), wherein one type of power is optimal for components of the hybrid circuit (e.g., 24V power utilized to charge AGM batteries) while a second type of power is optimal for the vehicle's starter batteries (e.g., 12V batteries). Energy stored in the hybrid circuit (e.g., in AGM batteries 15) is utilized during engine off periods to power devices that heat the fuel lines and coolant lines 35 (e.g., a fuel tank heater 16 (e.g., fuel tank water heater (e.g., ARTIC FOX water heater and/or water heater and pump system (e.g., ESPAR water heater, WEBASTO water heater and pump system 10))). Indeed, any water heater and pump system (e.g., comprising a magnetic drive pump that is gravity fed with engine coolant mounted such that engine coolant flows) can be utilized in the present invention. For example, a vehicle can be configured such that when the engine is running engine coolant flows through the pump's head. The pump's head offers no restriction because no electrical power is present that connects the metal faced impeller to the electric motor with an electromagnetic head on the end of the motor. The metal faced impeller spins freely on a shaft when the engine is running causing coolant to flow through the pump impeller housing. When the engine is shut down coolant is no longer flowing through the pump. Thus, when the heater/pump is turned on (e.g., using a manual or automatic switch) the heater/pump motor brings the metal head of the impeller to the end of the motor and pushes the gravity fed coolant through the vehicle's water circuit. The temperature of the engine coolant can be monitored as it passes into and through the pump/heater. When the temperature reaches a certain set point (e.g., a point around 120 to 140° F.), the heater draws fuel into its burn chamber by way of an injector fuel pump located between heater/pump and fuel supply. The fuel is ignited with DC power and the heat chamber transfers heat to engine coolant moving through the heater/pump system.

In some embodiments, energy stored in the hybrid circuit is utilized during engine off periods to power an in-line fuel warmer/heater. In some embodiments, energy stored in a hybrid circuit of a system of the present invention is utilized during engine off periods to power a coolant/water heater 10 (e.g., that provides heat to the interior space of a vehicle), a fuel tank heater 16, an in-line fuel heater, and/or components (e.g., fans, pumps, sensors, processors, etc.) utilized to assist in heat dispersal. In some embodiments, a water heater of a system of the present invention is utilized to provide heat to an interior space of a vehicle and/or is utilized to heat fuel lines and/or to heat the fuel tank in a system of the invention.

Thus, the present invention provides not only use of engine heat to maintain fuel tank temperature and fuel line temperature when the engine of a vehicle (e.g., car, truck, bus, boat, etc.) is running, but also use of engine coolant as a heat source and the transfer of engine heat to the coolant hose and subsequently to the fuel hose (e.g., via routing the fuel circuit and water circuit together). As shown in FIG. 2, the present invention also provides the use of coolant carrying water hoses and fuel lines from the fuel tank to engine that are combined into a single container (e.g., water lines and fuel lines in a single manifold and/or housing 40) and/or sleeve (e.g., for routing of the fuel and water lines together 50 throughout a vehicle (e.g., the entire length of the hoses or a portion of the length of the hoses). The present invention provides a heat source (e.g., comprising a coolant heater and pump 10 that circulates heated engine coolant through coolant/fuel lines 50 that are used when the engine is running and/or through a fuel tank heater (e.g., an immersion type fuel tank heater 16 (e.g., used in diesel fuel tanks))) that maintains and/or produces heat that is used when the engine 13 is not running (e.g., eliminating the need to idle an engine to provide heat (e.g., that maintains biofuel flow rates by keeping or placing heat next to the fuel line thereby enabling the engine to be started and/or run under conditions that heretofore have been difficult to impossible to operate in (e.g., temperatures below the temperature at which biofuels gel))). Thus, in some embodiments, the present invention provides a system in which the fuel tank 19 is heated with an immersion type fuel tank heater 16 wherein fuel and coolant hoses travel together 50 to the same locations throughout the vehicle (e.g., if the engine coolant is used to provide heat to components (e.g., heater cores), coolant and fuel lines run together to these components). In some embodiments, manifolds/housings 40 for fuel and coolant lines 50 are used as connection points for fuel and water enabling plug and play devices (e.g., that are heated as heated coolant and fuel runs through the manifold/housings). Thus, the present invention provides systems and methods that enable creation and/or commercial use of a standard, single grade of biofuel (e.g., biodiesel blend (e.g., B20, B40, B60, B80, B95)). In some embodiments, the present invention enables creation and/or commercial use of biofuel formulations heretofore not available (e.g., decreases the resources (e.g., time and expense) required to formulate biofuels allowing changes in mixes of esters and feedstock oil used to produce biodiesel). In some embodiments, the present invention provides more options for farmers when planting a field (e.g., of corn, soy, etc.) for use as biofuel. Systems and methods of the present invention enable creation and/or commercial use of single storage and/or pump facilities for biofuels, lower production costs, lower storage costs, and/or lower biofuel prices to end users. Systems and methods of the present invention also decrease dependency on oil (e.g., decreasing dependency on oil rich countries).

In some embodiments, a truck comprising a system of the present invention comprises one or more separation curtains (e.g., that separate/insulate a truck's bunk from the truck's cab). The one or more curtains can be configured to provide insulation to the point where heat developed in the bunk is kept in the bunk (e.g., thereby lowering the energy needed to maintain temperature in the bunk space). In some embodiments, a curtain is manufactured from material that reflects the heat radiated from the truck cab windows.

In this same regard, a truck comprising a system of the present invention may comprise insulated window coverings (e.g., in order to isolate and insulate the cab from the exterior environment (e.g., reflect heat in hot environments or retain heat in cold environments)). In some embodiments, window coverings reflect heat away from the windows (e.g., thereby permitting a system of the present invention comprising a plurality of circuits with one of the circuits comprising a hybrid battery bank to run longer on battery power because less energy is needed to remove heat). Similarly, in some embodiments, window coverings can be used to retain heat within a cab (e.g., thereby permitting a system of the present invention comprising a plurality of circuits with one of the circuits comprising a hybrid battery bank to run longer on battery power because less energy is needed to heat the cab and/or bunk).

In some embodiments, 24V power supplied to a bunk by a second hybrid circuit of a plurality of circuits of a system of the present invention powers 24 volt lighting in the bunk (e.g., that are separate from other truck lighting (e.g., headlights) powered by 12V power within a first circuit of a plurality of circuits).

In some embodiments, a system of the present invention improves upon a reefer link circuit. A reefer link system utilizes an alternator's DC energy by transferring it into the truck to be used to run air conditioning, run heaters, provide inverter power to be converted to 120 volt AC. In some embodiments, the present invention provides a system wherein a reefer link circuit is one circuit of a plurality of circuits within the system (e.g., thereby protecting the monitoring devices and electronics in place as part of the refrigerated trailers electrical system). This new circuit would also allow an increased level of power be sent to the truck to be used to charge the trucks second battery bank. Another advantage to using the reefer for this purpose is that fewer batteries will be needed because the refrigerated trailer replaces the need for battery storage because the refrigerated trailer becomes the power source for the truck's bunk's air conditioning devices.

In a day cab application, the reefer unit could run the cab's climate control systems without having to run the truck's engine. For example, a day cab (truck without a sleeper) has a 12 volt starter system in place that is used to run all of the truck's electrical systems. If this truck were pulling a reefer trailer with a dual output alternator, the secondary voltage coming from the reefer's alternator can be transferred to the truck and used to provide the power for hybrid energy storage (e.g., to power idle elimination devices and/or to power climate control systems). Thus, in some embodiments, a hybrid circuit of a plurality of circuits originates at a reefer unit.

In some embodiments, a vehicle comprising a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator may utilize energy stored in a hybrid circuit to provide energy to one or more components outside of the vehicle (e.g., that are not associated with the vehicle in any way). For example, in some embodiments, a vehicle comprising a system comprising a plurality of isolated, charge circuits powered by a single, multi-output alternator comprises a bank of charged hybrid batteries in a hybrid circuit that are utilized to provide power to an energy reservoir (e.g., a capacitor or a bank of batteries (e.g., located at a discharge station or other location)), wherein the energy reservoir provides energy to a third party (e.g., individuals that, for a fee, receive energy from the energy reservoir (e.g., capacitor and/or bank of batteries (e.g., at the discharge station or other location)). In this way, the present invention provides a renewable energy scheme wherein users of a system of the present invention may benefit from (e.g., receive money and/or credit for) using the systems provided herein. For example, in some embodiments, one or more of a plurality of circuits of a system of the present invention can be used to capture and store power in a vehicle (e.g., in one or a plurality of energy storage devices (e.g., batteries and/or capacitors)) wherein the energy storage devices can be removed and/or discharged and/or connected for discharge to an exterior use (e.g., discharged to an electric grid (e.g., for augmenting power supply) or connected to an external building or vehicle (e.g., for powering devices and/or components external to the energy generating vehicle)).

Having described the invention in detail, those skilled in the art will appreciate that various modifications, alterations, and changes of the invention may be made without departing from the spirit and scope of the present invention. Therefore, it is not intended that the scope of the invention be limited to the specific embodiments illustrated and described.

All publications and patents mentioned in the above specification are herein incorporated by reference. Various modifications and variations of the described method and system of the invention will be apparent to those skilled in the art without departing from the scope and spirit of the invention. Although the invention has been described in connection with specific preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention that are obvious to those skilled in the relevant fields, are intended to be within the scope of the following claims. 

1-46. (canceled)
 47. A split air conditioning system, wherein the split air conditioning system comprises an evaporator unit comprising an evaporator and evaporator fan located in an interior portion of a vehicle and a compressor and condenser comprising a condenser coil and condenser fan located in an exterior portion of a vehicle.
 48. The split air conditioning system of claim 47, wherein the system is powered by a hybrid battery circuit of a vehicle that is separate from the 12V starting battery circuit of a vehicle.
 49. The split air conditioning system of claim 47, wherein the system has a Seasonal Energy Efficiency Rating (SEER) between 13 and
 22. 50. The split air conditioning system of claim 47, wherein the evaporator and evaporator fan are located in an enclosure further comprising a condensate drain pan.
 51. The split air conditioning system of claim 50, wherein the evaporator fan is a dual squirrel cage blower that blows air through a plurality of discharge grilles in the absence of fixed and/or flexible ducts.
 52. The split air conditioning system of claim 47, wherein the compressor is a rotary compressor.
 53. The split air conditioning system of claim 47, wherein the compressor and condenser are located within an enclosure and the enclosure is mounted to an external component of a vehicle.
 54. The split air conditioning system of claim 47, wherein the condenser fan pulls air through the condenser.
 55. The split air conditioning system of claim 47, further comprising a pure sine wave inverter or a modified sine wave inverter.
 56. The split air conditioning system of claim 47, wherein the system does not comprise a transformer separate from an inverter associated transformer.
 57. The split air conditioning system of claim 47, wherein the system comprises a compressor circuit, a condenser circuit comprising a brushless condenser fan and an evaporator circuit, wherein the compressor circuit has an amperage draw of about 4.5 amps AC or less, the condenser circuit has an amperage draw of about 0.25 AC amps or less, and the evaporator circuit has an amperage draw of about 0.32 AC amps or less.
 58. The split air conditioning system of claim 47, further comprising a thermostat powered independently of other components of the system.
 59. The split air conditioning system of claim 58, wherein the thermostat is powered by one or more 1.5V AA batteries.
 60. The split air conditioning system of claim 47, wherein the system is powered by one or a plurality of Absorbed Glass Mat (AGM) batteries.
 61. The split air conditioning system of claim 47, wherein the system comprises R134A FREON.
 62. The split air conditioning system of claim 47, wherein the system further comprises a suction accumulator.
 63. The split air conditioning system of claim 62, wherein the suction accumulator recovers the cold temperature of FREON carried toward the condenser.
 64. The split air conditioning system of claim 47, wherein the condenser fan runs independent of condenser pressure.
 65. The split air conditioning system of claim 47, wherein the condenser fan runs when the compressor is run.
 66. The split air conditioning system of claim 47, wherein the system is installed in a vehicle.
 67. The split air conditioning system of claim 66, wherein the vehicle is selected from the group consisting of an over the road truck, a day truck, a school bus, a city bus, an automobile, a truck, an ambulance, a police car, a taxi cab, a fire truck, and a boat. 